Finally the new Qattrini C1 Smallframe Engine Casings are available.
For all tuning scooterists out there a must-have.
In the past few years the Smallframe tuning become more and more versile.
Smallframe engines with more than 40hp are no longer unique nowadays. The original Piaggio engine casings were produced for power around 10hp. The power given through cylinder kits like Parmakit, Falc or Qattrini are just too much for the original casings.
Quattrini has met demands and developed a very sophisticated engine housing..
We are going to show you the new features below.
The first eye-catching feature is the adapter for a mechanical water pump to install water-cooled cylinders.
If you make use of the classical forced air cooling, Quattrini also included an aluminum plug to close the bore of the pump.
The area around the floating ports and the cylinder base is made considerably more massive in order to prevent casing failure or cracks.
Quattrini already spindled the cylinder base to 64.8 mm diameter and 17.5 mm deep.
Including a range up to 21mm deep, which is suitable for the original spindled cylinder base diameter.
The area around the engine mount is adjusted so that you can use Tyres in the dimension of 3.50×10.
To compensate the weakening of the engine mount through the heel, this was reinforced with 4 solid ribs.
The two housing halves are connected with two centre pins and M6 screws, which will prevent the mounting with separate nuts. Because of the cast membrane and the lack of box centered on the crankcase cover gasket also eliminates the paper based engine seal. Common practice today is to use sealant in order to put the engine together sealant. We recommend from experience Dirko HT.
Condition as supplied to customers the casings are ready to use with direct intake cylinders. Additionally Quattrini also designed a box for all friends of membrane intake.
The connection to the crankcase must be machined if required, however, on its own power out.
Unfortunately, until now it is not absolutely clear which membrane can be used.
Therefore, we have already taken care of a solution and started to adjust aRD350 and V-Force³ Membrane.
Regarding the gear shift Quattrini stayed with the good old 2 cable technique.
The heart of the whole new design is based on the 48mm broadend crank shaft with 51mm rod.
This measure ensures that the press dimension of crank pin increases significantly
and the crankshaft is turning resistance in terms of not to being twisted.
The high quality 102mm conrod round off the overall good impression. The dimension of the center crankshaft bearing and cylinder base sealing is 69mm and is thus provided for the use of 102mm connecting rod.
As crankshaft bearings we are using 6304TN9C4 on both sides.
It is also conceivable to mount a NU205 on the generator side, but we do not recommend it.
The crankcase is additionally sealed with 2 oil seals from both sides with the dimensions 20x35x7. Here we can offer youseals in good old FPM-Quality.
Depending on the ignition used for this engine, a whole for the cable set must be made in the dynamo casing.
The air channel has been changed already for the use of Race Exhaust.
After the spectacular performance of the Quattrini engine casings at the start of the ESC season in Mirecourt, we are curious to see who is using them first.
Day 3 and 4 led our team from Bordeaux to the surfing paradise Hossegor at the Atlantic coast in France. A nice change for the team with outstanding weather.
From here the team set their way to Spain. A scenic drive across the Pyrenees and the first 1600km seem to come to an end.
After leaving the Pyrenees behind they headed straight down to Zaragosa.
2 days earlier than expected our road trip heroes arrived at the Circuit ” Internacional de Zuera”. Now let’s hope that the organizers will come as well ;-)
We wish our team good luck at the 24h race and hope the trip home will be as good as this one.
The European Scooter Challenge (ESC) is just about to start. New engines and new scooters will be seen across the race tracks in Germany, France, Austria and Hungary.
We just had a typical K1 engine on our test rig recently which we tested for its performance and functioning.
According to the ESC rules, the stroke is limited to 51mm. Therefore, a bgm crankshaft with 51mm stroke and 105mm rod is used.
The engine is running on a Polini Evo cylinder with 2 flaps 0.35mm carbon material converted Polini membrane and a Strohspeed intake socket. A 33 Keihin carburetor is injecting the 2stroke petrol. In order to keep the crankcase clean, the air is sucked through a Marchald air filter. The outstanding air flow rate of Marchald filters and the resulting low power dissipation make this road-proven filter very interesting for racing engines.
A Vespatronic ignition set at 24°-16° BTDC makes it smooth.
The K1 engine is fitted with a Franz exhaust. Good torque values and moderate revs make this exhaust interesting for the round circuits.
The gerated power is currently supported by a XL2 clutch in combination with a DRT auxiliary shaft. More on this later. Now let’s discuss the test rig curve:
All in all it is a typical Franz engine. Frequency range starts between 5500 and 6000 rev/min, peak at 9000 rev/min.
11hp at 6000rev/min uphill makes this setup really nice to drive.
With more than 20hp from 7300 to 9700 rev/min it is possible to drive within the power band due to the DRT auxiliary shaft.
Now come the crucial point, the clutch is not the best choice for this power range. Nearly 20NM are showing us the limits of a XL2 clutch. So we have to reopen the casings and insert a Hartz4 clutch.
Maybe this will change something regarding power and torque.
Even if a non-slip clutch does not increase any further, then at least the wear out is halted. A slipping clutch won’t last many laps on the racing track. Even on the road this circumstance can lead to consequential damages.
Maybe we will find enough time to make a Portmap of the cylinder. Let’s see.
The ESC-Saison 2012 will only have 5 Race-Weekends and ESC-Gremiums will try to arrange a minimum break of two weeks between the Race-Events (ideally three weeks).
Official ESC-Training:
Challenge Scootentole, Mircourt (F): 17.-20. May 2012
Detailled Informations: http://challenge.scootentole.org
Official ESC-Championship-Races:
10. Run & Race, Liedolsheim (D): 08.-10.June 2012
Detailled Informations: http://www.runandrace.de
Kurvenlage, Wackersdorf (D): 06.-08. July 2012
Detailled Informations: http://www.kurvenlage.ws
HARZ GRAND PRIX, Harz-Ring: (D): 27.-29. July 2012 or 20.-22. July 2012
(Clarification in January 2012)
Detailled Informations: Wotox@Facebook
Blechkampf, Belleben (D): 17.-19. August 2012
Detailled Informations: http://www.blechkampf.com
Holiday in Hungary (HU): xx.-xx. September 2012
Detailled Informations: http://www.eurochallenge.at
[youtube]VjzOLZ0ve5w[/youtube]
For all who didn’t know Tony O’Brien, we have attached the nice video. This shows him flying over the Nürburgring. The performance of his Charlie Edmonds tuned Falc engine is amazing.
Last week Tony tested the bgm PRO SC rear shock for the first time on Mallory park race circuit. This is a national race circuit seeing the riders topping 150 km/h (95 mph) plus easily.
This is the feedback Tony has given bgm and us from his first races. Sadly Tony crashed during the race, but on the 24/25th of September the last race for the BSSO series will be held at Cadwell Park.
“The meeting didn’t quite go to plan due to me deciding to test the hardness of the tarmac! (…) Practise was very wet… (…) The damper was set to 3mm pre-sag.. -5max compression and -5max rebound damping. My first impression is that this damper actually works and works very well.
The bike soaks up the bumps pretty well but I feel maybe I could have set the rebound a little harder to help stop the back end bounce on one particular corner. The motor runs a little hot with a little detonation and so I increase carburation to solve this.
By the time of the first race the track is dry. I am on last place on the grid (grid positions are based on previous meeting’s results and I couldnt attend). By then end of the lap I am up to 5th from 19 starters, but there is a problem with the bike. (…)
The shock I have set to -3max on rebound and -4max compression.. its working fine and the bike feels transformed. By lap 1.5 I am into 4th behind the 250cc grp6 bikes of Topper, Turner and the 210 grp4 bike of Charely Edmonds. The corner which I had the issue on is now improved and the bike feels much safer and I actually manage to stay on the seat.. the corner is a 70mph left.
On the next lap however the motor cuts and then fires up again whilst banked over on a second gear corner.. This spits me off and into the dirt.
(…) The shock however even in two laps I feel is a massive improvement over the rs24. I feel yes for the track it could do with more damping as I think over the 10 lap race the oil will heat and it may lose damping. It would be nice to have the settings at mid-adjustment on compression and rebound. The spring does touch my tyre (3.50 sava) but I can’t move the shock over any more at present as the exhaust is in the way. I hope to move this over a little in the winter to solve this problem. the spring rate I would say is correct for me as it is.
During the day lots of racers were interested in the new shock.”
THANKS TONY!!!!
That was a nice little bit of fun during our lunchtime. Ercole gave us his Modell D Racer to test it on the dyno.
With a Jesco ported D 150 barrel and a new exhaust designed by Ludwig & Scherer the ultr leight weight Racer performed brilliant. Good peak power and a nice spread.
We hope to see Ercole and it’s Racer back soon for some further dyno work and power improvement.
A very special affair at our Max Speed Festival were the Italian racing team from Berghem. The stunning sprinting Lambrettas were one thing, even nicer were the lads that ride these beasts.
Sauro ‚Tiranno‘ Roncelli, Francesco ‚Magher‘ Mazzoleni, Fabrizio ‚Nonna Vittoria‘ Gotti and Marco ‚Zio Mario‘ Cortinovis found lots of new friends in Germany. And most of us admired theitr work and the relaxed attitude towards life. After their 800 km journey from the surroundings of Milan, they took it easy during the morning and noon. The technical approval (formality) and to have a look at the racing procedure were enough until lunch. Anyhow it was their first time on a track with such a long distance. The usual distance for sprint meetings in Italy is 150 meters.
Recording braking day at MSF
SCOOTER CENTER’s Max Speed Festival at the airfield Meinerzhagen (mzH´09) brought record over record on a fine and sunny Saturday:
– more than 1.000 visitors
– highest terminal speed: 169,4km/h Piaggio ZIP Scooter Center Köln
– fastest Lambretta and second overall speed: 164,2 km/h WORB5
– fastest Vespa 144,8 km/h WORB5
MSF – the clock is ticking: Saturday the 26th of September will bring you the second edition of our Max Speed Festival at the airfield Meinerzhagen.
The event will be sponsored by Red Bull. The even team will help out to provide wings to everyone.
Beside the high speed contest there will be the test riding area where you can abuse your scoot as you like it. Well known from the SCOOTER CENTER mzH – meetings.
The SCK – P4 dyno jet will be there and all runs are for free.
The starter field is really strong and here are some of the entrances:
- Team TRT (I) (Lambretta & Vespa)
- Team SES Tuning / 100 mph Scooters.com (GB)
- Team STOFFI (AT)
- Team Worb5 (D) mit Lambretta
- Team SA
- Team Sip
- and for sure Team SCOOTER CENTER!
- and many others!
Do not forget: All visitors and racers need to fill in this form. Please print out the Verzichtserklärung and bring it with you. This will make things easier at the entrance and you don’t have to wait in the queue.
Free tickets are available at SCOOTER CENTER for every order from 100 Euro onwards. The tickets are on sale for 10 Euro, sprinting is 5 Euro extra, vistors up to twelve years don’t have to pay.
So if you need a ticket, check it out here: Ticket -MAXSPEED FESTIVAL 2- 26.09.2009
Wir versenden klimaneutral mit DHL
