Scooter

2006-07-26T00:26:00.000-07:00

Selecting Electric Scooters

The SpinLife Scooter Store offers the widest selection of three-wheeled scooters and four-wheeled electric scooters at the guaranteed lowest prices anywhere. With over 46 different electric scooters in our line, starting at $529, we can meet everyone's mobility scooter needs. Just call for help in identifying the perfect electric scooter.
Not sure where to start? The following overview will answer basic questions and get you on your way.

Transportable/Travel Electric Scooters - These electric scooters are just what their name implies, ready to get you on the road. Models in this category disassemble into 4 pieces for easy transport in the trunk of most cars. These travel electric scooters are easy to lift into the trunk with the heaviest piece on some models weighing as little as 22 pounds. Sealed batteries make them airline safe. As you might imagine, these travel scooters are compact so we don't recommend them for people over 5'10" or 300 pounds. Some great choices include Guardian scooters and Pride scooters.

Three-Wheeled Electric Scooters - A step up in size and features from the travel scooters, these 3-wheel electric scooters offer full-sized comfort with three-wheeled maneuverability. These are the perfect choice if your electric mobility needs demand an electric scooter that you can use both indoors and out. With weight capacities up to 350 pounds and available features like power-elevating seats, there is a mobility scooter for most everybody in this category. We carry all the top manufacturer brands including Pacesaver scooters and Pride scooters.

Four-Wheeled Electric Scooters - When you need maximum stability or are going to be using your mobility scooter predominantly outdoors, a four-wheeled electric scooter can't be beat. On the larger models, the higher ground clearance and bigger tires make these a great choice for more rugged terrain, and some go as fast as 10 mph. The turning radius is wider, so the full-size models are not the best choice for indoor usage. We sell the largest of these electric scooters to many folks who work and play outdoors, including farmers, ranchers, and hunters.Heavy Duty Electric Scooters - If you weigh over 350 pounds, these are the electric scooters for you. With both three and four-wheeled models to choose from, and with weight capacities up to 500 pounds, there is sure to be an electric scooter that meets your mobility needs.

Scooter Store

2006-07-26T00:20:00.000-07:00

Tri-Valley riders scoot around on two wheels

LIVERMORE - Feeling the wind on your face is exhilarating at 45 mph when you're born to be mild.
With scooter sales revving up, more riders are happy to cruise.
On Sunday, 20 enthusiasts attended a Tri-Valley scooter ride, with one motorist coming all the way from Modesto for the event. The 65-mile trek wound through Livermore wine country, the Altamont foothills and the back roads of Blackhawk, San Ramon, Dublin, Sunol and Pleasanton.
Scooters are the fastest-growing segment of the motorcycle industry, according to Livermore-based California Speed-Sports owner Kregg Williams, who organized the ride.
About 21,000 scooters were sold nationally in 2001, double the 11,000 sold in 2000. They cost $2,500 to $6,000.

Some models reach 85 mph, but many enthusiasts are content riding at 45 mph.
Unlike motorcycles, which require riders to change gears, scooters also have automatic controls, a big plus for many riders.
Most enthusiasts buy scooters that are designed for the slower speed of city streets, but models with bigger engines can take to the freeway.
"They're perfect for someone who works and lives in the same town," said Terry Erdei, who manages California Speed-Sports. Scooters are fuel-efficient, and some get 90 to 130 miles per gallon.

Williams' business, which started in 1995, is one of a handful of Bay Area dealers that specializes in scooter sales. The most popular lines are from Europe, including Italian makers Aprilia and Malaguti. When Williams recently added the Aprilia scooter line , he also added the maker's motorcycles, but he still prefers to focus on scooter sales.
During the Sunday ride, some cyclists and motorists waved or flashed peace signs at the group, although one motorcycle rider shook his head as they passed.

Jon Scudder of Pleasanton was thrilled to join the ride at a moment's notice. He was filling up at a Livermore gas station when another rider told him about the Tri-Valley trip. "I'm a great fan," Scudder said of his 40-year love affair with scooters and motorcycles. He loves to restore older models. "It's an absolute passion."
On Sunday afternoon, the youngest enthusiast was 12-year-old Dave Monical, who rode with his father, Dave Sr. "It's fun. The wind hits your face," said Dave Jr., who can't wait to turn 16 and ride solo on his own scooter.

Dave Monical Sr. said he has been riding since December, when he went to Williams' shop to pick up a mug for his friend. "I walked in there and fell in love" with a sports scooter, he said. He convinced his wife the scooter would make a worthy Christmas gift.
Donna Smith of Castro Valley rides with Brando, a leather-sporting teddy bear who has gone across the country with her on her 250 cc Honda Helix, which has a cushy seat and a radio.
Smith enjoys going on group motorcycle or scooter rides twice a month, and is able to combine this passion with another. She is president of the San Leandro chapter of the Christian Motorcyclists Association, which evangelizes on the road. "I ride for Jesus," she said.
Smith has taken long rides to visit friends as far away as eastern Texas, Washington state and Idaho. "I do have the travel bug. I love it," she said. "It's me, Brando and God."

Scooterm Stores

2006-07-26T00:15:00.000-07:00

Celebrity Bikers – Pas and Present

There’s a very long list of celebrity bikers. Harley Davidson motorcycles have been the chosen toy of both the rich and the famous for a very long time. This phenomenon took place almost immediately after the bike was manufactured. I’ve often wondered what the Bad Boys did to set themselves apart in pre-Harley days. I wonder if people who rode motorcycles were even considered to be rebellious or tough before bikers were featured as such in the motion pictures of the fifties. I know that James Dean in “Rebel Without a Cause" and Marlon Brando in “The Wild One" were considered to be THE original motorcycle movies of the day. I believe that the bikers in the latter movie that terrorized the locals while Johnny (Marlon Brando) romanced the local law’s daughter, have made a mold and formed negative opinions that many are loathe to put aside decades later.

After awhile the coast seemed to be clear for peaceful law abiding citizens to hop on their bikes and ride without being social pariahs. Then enter Dennis Hopper and Peter Fonda of Easy Rider fame. Who can forget all those really bad clothes, dirty looking hair and what about the hand gestures we had not seen on the silver screen before?

Parents lived in fear of their babies growing up to be motorcycle riding ruffians and members of Hell’s Angels. The mention of the name of this infamous club brought fear to the hearts of many. The existence of this group didn’t do much to promote a positive Harley or biker image in those days. We’re happy to say that things have gotten better in that situation.
Owners of the Harleys of modern day don’t necessarily fit into the rough and ready persona that has preceded them. While Harleys seem to have become a middle class working man’s toy, there are many riders among the wealthy and even the SUPER wealthy. I suppose celebrities, moguls and millionaires need stress relief just like the blue collar worker that punches a clock, maybe even more so.

Malcom Forbes, the founder of the famous financial publication of the same name, didn’t become a motorcycle fan until he reached his late forties. He seemed to enjoy collecting motorcycles about as much as he seemed to enjoy making money! Malcom seemed to open the doors for businessmen going through their mid-life crisis to go out and buy a Hog and hit the roads.
Jay Leno, is an avid collector of Harley Davidson’s and vintage automobiles. Jay was a mechanic for awhile in his younger days and still likes to tinker on engines. That’s one thing you don’t see many celebrity riders doing! Most movie stars are just along for the ride, so to speak.
There are many celebrities that enjoy riding motorcycles and many still prefer Harley Davidsons. Even President Clinton appeared riding a Harley during his Presidential campaign!

And let us not forget the ladies. The list of well known biker babes would include Tina Turner, Liz Taylor and Lauren Hutton. Many women are becoming independent motorcyclists. Whoever you may be, famous or ordinary in every sense of the word, once the Harley bug bites, it’s jump on and ride with the pack or be left behind!

scooter Stores

2006-07-25T21:30:00.000-07:00

Scooter Store files lawsuit against Medicare,

seeks dismissal over separate suit

The Scooter Store on Thursday said it filed a lawsuit against the Centers for Medicare & Medicaid Services -- claiming the government is wrongly denying valid reimbursement claims for power-mobility equipment.
The New Braunfels-based wheelchair and scooter distributor is seeking payment from Medicare for equipment sold to patients. Company officials have not yet assigned an exact dollar amount being sought from Medicare.
The company's lawyers argue that The Scooter Store should not have been denied certain medical claims because they were properly submitted with physicians' orders.
In the complaint, the company said it received a certificate of medical necessity from patients' treating physician, who completed and signed the document and verified the accuracy under penalty of law.

However, the company argues in its lawsuit that the government required additional paperwork other than the certificate before paying medical claims.
The Scooter Store also asked the courts to dismiss a separate lawsuit filed by the Justice Department in April claiming the company bilked Medicare.
Lawyers for the government are alleging in their lawsuit against The Scooter Store that the company convinced Medicare beneficiaries and their doctors to write orders for power wheelchairs instead of less expensive scooters.
As a result, lawyers for the government say Medicare and Medicaid paid more for mobility equipment than what was actually needed.
The company denies the government's charges and argues that the Centers for Medicare & Medicaid Services is motivated by a desire to not pay a benefit afforded to qualified patients.
"The government should pay the claims that The Scooter Store properly submitted," Scooter Store President Mike Pfister says. "We have followed the law and physicians' orders, and government contractors seem to keep creating reasons to deny claims."
The dispute between The Scooter Store and the government over Medicare payments has been going on for the last three years.

It threatens the very existence of the company as Medicare reimbursements are the company's primary source of revenue, says Ricardo Reyes, a spokesman for the law firm Bracewell & Giuliani, which is representing The Scooter Store.
The company has already had to lay off 400 employees since 2002, Reyes says.
The Scooter Store is the nation's largest supplier of power-mobility equipment. The company has more than 70 locations in 42 states. It has shipped products to more than 205,000 senior citizens with disabilities since being founded in 1991.

Scooter Stores

2006-07-25T20:58:00.000-07:00

Futuristic 650 Scooter

It's a scooter to look at, but the 650cc, fuel-injected motor and electronically-controlled continuously variable transmission of the Suzuki Burgman offer far more than the styling would suggest. When one thinks scooters, the first thought is immediately one of a small capacity machine designed for inner city commuting applications the Burgman is very different machine, although it visually shares the same form factor.For starters, with a high-tech 638cc motor, it is powerful and comfortable enough for touring on the open road, which separates it from traditional scooters by a few light years. But it's not so much the machine but the SECVT which really impressed us the electronic gearbox is a foretaste of the future of commuting machinery and quite possibly of motorcycling in general.

Manual Mode offers the ability of shifting up and down as on a motorcycle with a traditional gearbox and there are five pre-determined CVT ratios to shift through. If there is a drawback with the bike, it's that the manual shift doesn't offer the same thrill of snicking it up a cog and dropping the revs back into the meat of the torque curve as you would with a normal motorcycle.Put simply, in manual mode, it's like a tiptronic-style manual gearbox for a two wheeler, and the gears can be changed by thumb. Almost the whole time we had the machine, we used the automatic mode, because it offered continuously smooth automatic operation, the utmost convenience and almost no downside. And we found that the manual mode offered almost no advantage and was devoid somehow of that satisfying snick, so seamless is the Burgman power delivery. You push the button and it changes gear.

There are two automatic modes: Normal and Power. In Normal Mode, the Burgman runs lower revs at any given road speed, conserving fuel and loping along in the traffic. Most scooters "buzz" or "scream" along the Burgman "lopes". Switch to Power Mode and engine rpm picks up, delivering more ponies per degree of throttle opening. A button on the handlebar toggles between the two modes. It's ironic indeed that the array of devices which once graced motorcycle handlebars (advance-retard lever, choke, and decompression lever for starting) and were dispensed with thanks to technological advances, have now been replaced with a modern-day equivalent.Just the same, adept minds accustomed to using gameboy and Playstation controls had no trouble mastering the buttons in short order it was only the older heads who took a bit of time to adjust.

Now there's a point where being on a scooter is great, such as when it rains or when you need to store something. But there are other times when being on a scooter is not so great. It is clear after riding the bike for a couple of weeks, that many of motorcycling's brethren do not accept scooter riders as legitimate members of the two-wheeled fraternity.Pull up at the lights and nod to another two-wheeled commuter and the chances of getting a warm reply are greatly diminished if you are on a scooter. Quite strange really, and something we all noticed when riding either the Burgman or the Benelli Adiva.In motorcycling's pecking order, scooters are seemingly on the bottom rung!This rampant "scooterism" has a sure-fire cure when riding the 650 Burgman hit the power button and nail it the millisecond the lights go green.The get-up-and-go of the Burgman over the first 50 metres embarrassed a couple of litre-plus bike riders and positively humiliated a Harley Sportster rider who rode through a red light rather than face the Burgman a second time.The "magic button" is conveniently located on the handlebar panel and it aids the Burgman in producing very spirited performance indeed.

The SECVT system uses a set of variable-diameter pulleys and a new type of belt called the Dry Hybrid Belt, which is built using rubber tension members embedded in H-shaped, high-strength aluminium blocks covered with resin. Lightweight and designed to run dry (instead of an oil bath which increases frictional losses), the belt is the secret to the incredible precision of the Suzuki CVT.A computerized SECVT controller and ECM oversee the SECVT's operation. They calculate the actual CVT ratio by using three sensors: a drive pulley position sensor, which senses the drive pulley diameter from the position of a slide gear; a crank position sensor; and a CVT rev sensor on the driven pulleys. Based on road speed and throttle position, the SECVT controller calculates the target engine rpm and automatically adjusts the CVT ratio by varying the drive pulley diameter.

Using the transmission is a complete no-brainer, making it the ideal first bike - the rider can learn roadcraft instead of worrying about clutches and changing gears and the power is smooth and broad and you'll never find yourself in the wrong gear at the wrong speed. The Burgman is a great learner machine!One of the best things about the Burgman is its luggage and storge copacity: the underseat storage compartment measures a full 56 litres, which is plenty large enough for most commuting and day trips. The great thing about the design is that you can take out your books/bag etc and leave two full-face helmets inside. The Burgman also has the feel of a luxury car in that it is extremely well appointed there's a light in the storage compartment which switches on automatically when you lift the seat, illuminating the entire area, reminiscent of BMW-style thoroughness. The front fairing contains three compartments which became incredibly useful having a glove box on a motorcycle is far more useful than in a car!The luxury feel extends also to the seat - the thickly padded seat is expansive and ergonomic and according to Suzuki, it is designed for two people to be able to sit comfortably for long stretches. The rider's seat height is just 750mm and is hence quite suitable for shorter people and there are several adjustments to the seat and backrest which can be quickly done under the seat without resorting to tools.

The concave floorboards offer plenty of room for two sets of feet, and the absence of a gearlever means that you can arrange yourself into several different riding positions, from the full feet-forward chopper-style riding position, through to tucking the feet underneath. It's great to be able to move about a bit if you've been in the saddle for a few hours.The luxurious and modern impression of the Burgman also extends to the instrumentation, with the digital instrument panel cluster offering all the key operational information and then some. At the centre is a large, central LCD speedometer, odometer, tripmeter and oil change indicator. Directly above is a curved LCD-segment tachometer; directly below is a shift indicator, showing D for fully automatic operation and 1-2-3-4-5 for manual shifting operation. To the sides are a segmented water temperature meter, a segmented fuel level meter, a clock, and key indicator lights. The Burgman 650 is also equipped with a DC accessory outlet, which can be used to power or recharge a mobile phone, PDA or other electronic device.All-in-all, the Burgman is a gem a glimpse into motorcycling's future. At some point in the future, a lot more vehicles will have the benefit of a CVT, and they won't all be scooters.Right now, the Burgman offers a level of luxury which puts it in a class of its own for $12,990 plus on-roads, it comes very well appointed.

Scooter Stores

2006-07-25T20:26:00.000-07:00

Vespa, the cinema and the USA

Stylish and unmistakably Vespa, exceptionally comfortable to ride with low-environmental-impact engines and disk brakes, the new-generation ET models are now also sold in numerous "Vespa Boutiques" in the US (over 60 from California to Florida and from Hawaii to New York, with the latest two boutiques in SoHo and Queens).
Having returned to the US in 2000 after exiting the market in 1985 because of new emissions legislation that targeted two stroke engines, the Vespa was an immediate success all over again, and has achieved a market share of 20 per cent of the small (40,000 units a year) but growing scooter sector. 6,000 Vespas were sold in the first year, 2001, and over 7,000 in 2002. But the Vespa isn't just a market phenomenon. It forms part of social history.

In the "Dolce Vita" years the Vespa became a synonym for scooter, foreign reporters described Italy as "the country of the Vespa" and the Vespa's role in social history, not just in Italy but abroad, can be seen from its presence in hundreds of films. And it's a story that continues to be told today. Audrey Hepburn and Gregory Peck in "Roman Holiday " were only the first of a long series of international actors and actresses to be seen on the world's most famous scooter in a filmography that goes from “Quadrophenia” to “American Graffiti”, from “The Talented Mr. Ripley” to “102 Dalmatians”, not to mention “Dear Diary ”.

In photo shoots, films and on the set, the Vespa has been a "travel companion" for names like Raquel Welch, Ursula Andress, Geraldine Chaplin, Joan Collins, Jayne Mansfield, Virna Lisi, Milla Jovovich, Marcello Mastroianni, Charlton Heston, John Wayne, Henry Fonda, Gary Cooper, Anthony Perkins, Jean-Paul Belmondo, Nanni Moretti, Sting, Antonio Banderas, Matt Damon, Gérard Depardieu, Jude Law, Eddie Murphy and Owen Wilson.
Over half a century of Vespa: the models that have made history Ever since the very first 98cc model was manufactured in 1946, Vespa has been in the forefront of technology and design, a trend that continues with the introduction of the Vespa Granturismo, the first totally new Vespa since the 1996 Vespa ET4. It is the latest chapter in the story of the world's best known scooter that has given us 138 models, versions and variants (marked by different chassis codes) from 1946 to today.

Since production of the Vespa Primavera ceased the Vespa range has had only three different models, each with its specific technical specifications, performance and target clientele.
The Vespa Granturismo will be the flagship of the existing range consisting of ET and PX models and creates a new product type between large-displacement GT scooters and traditional scooters. It is designed to cater to the high expectations of performance and comfort of those who want not just a scooter, but a vehicle that represents a specific lifestyle choice.
It is difficult to pick out the most representative Vespas in an evolution that has lasted over half a century. Some Vespas are sought after by collectors because they belong to a special series, or because they were rapidly replaced by subsequent versions, and are highly priced in the period scooter market, which is extremely active all over the world. Others, which were produced in greater numbers or stayed on the market longer, are classic models that have left their mark in the history of two-wheeled mobility.

Vespa 98, 1946 - The first Vespa. It was powered by a 98 cc engine that delivered 3.2 bhp at 4,500 rpm with a top speed of 60 km/h. It was in production for two years: in 1946 vehicles no. 1 to no. 2,464 were produced, and no. 2,465 to no. 18,079 in 1947. Vespa 125, 1948 - The first Vespa 125 cc. It differed from the 98 not only in engine size, but also for the introduction of rear suspension; the front suspension was also modified. Vespa 125, 1953 - This marked the first important change to the engine: bore, stroke and timing gear were modified. Power output increased to 5 bhp at 5,000 rpm, and top speed to 75 km/h. The design of the fairing at the rear was also new. Vespa 125 U, 1953 - The “Utility” version with spartan styling, which sold at 20,000 lire less than the more modern 125. The headlamp appeared high up on the handlebar for the first time in Italy (it had already been introduced on a number of exported models). Vespa 150 GS, 1955 - Experts called it “the most popular, imitated and remembered model”. There were numerous innovations: the 150 cc engine, 4-speed gearbox, standard long saddle, “faired” handlebar-headlamp unit, wheels with 10” tyres. This Vespa could reach 100 km/h.

The design also changed, with a much more aerodynamic body. Vespa 160 GS, 1962 - This was born to continue the market success of the first GS, with a completely new design. The exhaust silencer, carburettor and suspension were also new. The power output was 8.2 bhp at 6,500 rpm. Vespa 150 GL, 1963 - Another new design for what has been called “one of the best-looking Vespas produced by Piaggio designers”. The handlebar, trapezoid headlamp, front mudguard and trimmed-down rear lids were all new. Vespa 50, 1964 - The first Vespa 50 cc, created to exploit the new Italian Highway Code which made a number plate obligatory on larger engines. Extremely versatile and reliable, the engine featured a new layout, with the cylinder inclined 45° instead of horizontal. It was the last design to leave Corradino D’Ascanio’s drawing board. Vespa 180 SS, 1965 - It marked a new milestone in the growth of the engine (181.14 cc), with 10 bhp for a top speed of 105 km/h. The 180 SS (Super Sport) replaced the glorious GS 150/160 cc. Piaggio modified the front cowling, making it more aerodynamic and significantly improving comfort, handling and roadholding. Vespa 125, 1966 - Unofficially known as the “new 125”, it featured radical innovations in the design, frame, engine (inclined 45°) and suspension. Vespa Super Sprint 90, 1966 - A special series derived from the Vespa 50/90 cc and the “new” 125, the hold-all was positioned between the saddle and the handlebar for a more “laid-back” riding style. The handlebar was narrow and low, and the mudguard and cowling were streamlined. With an engine capacity of only 90 cc, it could do 93 km/h. Vespa 125 Primavera, 1968 - Together with the subsequent PX version, it was the most durable version of the Vespa. It derived from the “new” 125, but with considerable differences in the engine, which raised the top speed by 10 km/h. Great attention was paid to details, which included the classic, practical bag hook. Vespa 180 Rally, 1968 - With this new vehicle, Piaggio extended the rotary timing fuel feed system to its entire production.

The engine was new, the front headlamp new and more powerful, the frame, derived from the Vespa 150 Sprint, narrower and more aerodynamic than that of the Super Sport. Vespa 50 Elestart, 1970 - It featured the great novelty of electric ignition, but the design was also completely revised and embellished compared to the 50 Special. Vespa 200 Rally, 1972 - The Vespa with the largest engine. This model, with 12.35 bhp at 5,700 rpm, could reach 116 km/h. Vespa 125 Primavera ET3, 1976 - The name stood for “Electronic 3 intake ports”, and included important changes to the engine, which had more power and sparkle.
Even the styling was changed from the standard Primavera (which remained in the range). Vespa P 125 X, 1978 - The “PX” marked a new step forward in styling (the bodywork was completely redesigned) and performance. The hold-all was positioned behind the cowling. The same year the P 200 E also appeared, which could be equipped with separate lubrication and direction indicators incorporated in the body.

Three years later the PX 150 E was launched, with performance halfway between the two models. Vespa PK 125, 1983 - This replaced the Vespa Primavera (standard and ET3) which remained in production with the “Classic” body for the Japanese market, where it was the best-selling Western two-wheeler vehicle. The styling was new, and the PK body was completely different from that of previous scooters, because the welds of the body no longer overlapped but were integral. Vespa PK 50, 1983 - Substantially identical to the PK 125, it appeared in two models, PK 50 and PK 50 S, both with 4-speed gearbox and electronic ignition. Vespa PK 125 Automatic, 1984 - An automatic transmission was introduced on the Vespa, probably the most radical change (at least for the driver) since 1946. The presence of the automatic transmission was emphasised by the absence of the brake pedal, which was replaced by a lever on the left handlebar (which did not have to control the clutch as that was automatic). It was also available with automatic oil-petrol mixer and electric ignition.

The following year the Vespa PK 50 Automatic was launched. Vespa T 5 Pole Position, 1985 - The T 5 was the “extra-sporty” version of the PX series. With a new engine, aluminium cylinder and 5 intake ports, but the design was also new, particularly at the rear and around the front headlamp which incorporated an aggressive dome with a small Plexiglas windscreen. A spoiler was added on the cowling. Vespa 50 N, 1989 - The changes to the Italian Highway Code meant that 50 cc vehicles were no longer bound by the 1.5 bhp limit, and Piaggio presented a new small Vespa with improved performance (over 2 bhp at 5,000 rpm), and new, smoother styling. A “Speedmatic” automatic version was also launched. Vespa ET4 125cc, 1996 - The “new generation Vespa” launched on the 50th anniversary. A completely new project, it is the first Vespa ever powered by a 4-stroke engine. The Vespa ET is equipped with a front disk brake and an automatic CVT gearbox. Vespa ET2 50cc, 1997 - Same as the ET4 125, but with a 50cc 2-stroke catalysed engine. Vespa ET4 150cc, 1999 - First Piaggio scooter equipped with the new generation 4-stroke Leader engine, now on the 125cc model too. Vespa ET4 50cc, 2000 - The first small Vespa with a 4-stroke engine, combining lively performance that will make no one regret the 2-stroke with quiet running and the reduction of polluting emissions.

Fuel economy is outstanding: the Vespa ET4 50 has the highest range in the 50 cc class, with approx. 500 km on a full tank. New Vespa PX, 2001 - Classic design and unique features such as a four-speed gearbox have made the Vespa PX a cult scooter, a symbol of Italian style everywhere in the world. The 2-stroke 125, 150 and 200cc engines (displacements vary according to markets) with forced air cooling have electronic CDI ignition and electric start with a kick starter. The new PX now sports a powerful stainless steel front disc brake, 200 mm in diameter, guaranteeing prompt, safe and efficient braking. A reliable 150 mm rear drum modulates braking. Vespa Granturismo 200L and 125L, 2003 - History turns into current affairs…

Scooter Stores

2006-07-25T20:16:00.000-07:00

MOTORCYCLE

Today, let's talk about biking, flying, and the metaphorical power of a machine. The University of Houston's College of Engineering presents this series about the machines that make our civilization run, and the people whose ingenuity created them.

A stray dog attached herself to me two years ago. A running dog with a happy face. A dog who loves motorcycles. Early in life, she'd learned that this creature, with an engine, wheels, and a helmeted head, is greatly to be desired. Her old owner had to be a biker. So I ask my wife, "Tell me quick -- don't think: What do you see when I say motorcycle? "Menace and speed," she says. "Noise --and fun! I think of Darth Vader's black helmet."
The history of the motorcycle -- this rumbling, snorting, centaur, half human, half iron -- is only a century old. It began just as soon as the bicycle took its modern form in 1885.
Nicholaus Otto, who invented the Otto Cycle, had an assistant, Gottlieb Daimler. Daimler left Otto to develop his own engine. In 1885 he made a wooden bike. He drove it with his engine instead of with a pedal arrangement. But there was a catch:

Daimler's motorcycle had two small stabilizing wheels --like a kid's training bike. It was actually a four-wheeled vehicle. Daimler soon went on to build early automobiles. He left it to bicycle builders to develop the two-wheeled motorcycle.
They had problems to solve. Where should the motor go? It was soon clear that, for stability, it should ride between the wheels, close to the ground. How many cylinders should the engine have? Should it be a two-stroke or four-stroke cycle? Should you keep pedals and a chain, or could you abandon them?

All the while a remarkable split was taking place between the builders of bikes and the builders of automobiles. Automobile inventors had greater kinship with the railroads. Indeed, many of the first autos, like locomotives, were steam-powered.
But it was bicycle makers who went into the air. Biking and flying have always been kin. A lightness of being attends both modes of motion. You feel the wind; you feel movement. Cars and trains aim to insulate you from that intimacy with motion. It's no accident that motorcycle and airplane speed records were almost the same until WW-I.
Harley-Davidson made their first V-twin bike in 1907. It distinguished itself by climbing hills. Like the airplane, the bike is a metaphor for shedding constraints -- of gravity and of society. Motorcycles have climbed and jumped and made their owners rebels for a day. They've moved faster than life. The fast ones now go 160 mph. Some have set records that top 200.
So my dog sees a single creature with two wheels and a helmeted head. It's Darth Vader, earthbound perhaps, but only barely. It's Luke Skywalker skimming the forest floor, two feet off the ground. It is a metaphor for the buoyancy of being.

Scooter Stores

2006-07-25T02:58:00.000-07:00

Foundation History

More than 100 years of caring.
In 1894 a group of gifted people were appalled by the level of suffering due to illness and disease in the suburbs of Adelaide, began an experimental nursing service. Originally called the District Trained Nursing Service, the small organisation was supported for many years by donations, bequests and volunteer support.

Known today as the Royal District Nursing Service of South Australia, RDNS is the largest provider of home nursing in the state, and we are growing daily.
Our team of 300 nurses is available 24 hours a day, 7 days a week, making more than 450,000 home visits a year. Our services are available to everyone, from the very young to the very old. Nursing services can be provided in your own home or in the community, whether that be general care or specialist nursing.

In 2004, the Royal District Nursing Service is celebrating their 110th Anniversary of caring for people in the South Australian Community. We are very proud of our rich history and the significant role that RDNS has played to the health and well being of the residents of Adelaide. RDNS has achieved so many milestones in its 110 years of existence.
RDNS is a not-for-profit, non-government, charitable organisation. Although we receive government funding, we also rely on a modest fee for our service and, of course, your donations. The ageing population and the trend in hospitals towards discharging people earlier has led to an increased need for our services. You can help us enormously to continue our person-to-person care.

Donations enable us to continue the specialist care for which we are renowned:
- Palliative care of people with a terminal illness who are dying at home. Donations are used to purchase syringe driver machines that provide pain relief.
- Wound care of ulcers and wounds after surgery. These days people are sent home with wounds that used to be managed in a hospital. Donations are used to purchase dressings.
- Disability care supporting those who have a disability and are living in the community.
- Diabetes care; education and nursing care. Donations are used to buy glucose machines for testing blood
- Mental health care giving practical assistance and hope to those living with a mental illness in our community.
- Nursing Health Centres located throughout metropolitan Adelaide provide care to people who are able to attend.
- HIV/AIDS care including counselling, support and nursing care to carers and clients.
- Continence care including education, practical advice and support to anyone with bowel or bladder problems

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