News Archive - Page 19 of 37 - Scooter Center Scootershop Blog

Cylinder PINASCO Zuera SS 135cc Vespa Smallframe

Vespa Cylinder Pinasco 135cc

We would like to present two new Pinasco Zuera cylinders for Vespa V50, PK, Primavera, etc.

There are some novelties in the largeframe sector, such as:

And Pinasco is also offering two new cylinders for 125cc smallframe models.

Both cylinders have been thoroughly tested, for instance on the very popular 24h of Zuera (Spain), which is why both cylinders have been named Zuera.

Reed valve direct intake and reed intake cylinders

The model with reed valve direct intake has the byname SRV 135, while the version with reed intake cylinder was named Zuera SS 135.

Today we will take a closer look at Pinasco SS135 .

Delivered with

Cylinder and cylinder head
Piston, incl. gudgeon pin, piston ring and locks
Material to fasten cylinder head
Gasket set for cylinder base
Plug for cylinder cowling

Pinasco sports cylinder for Vespa smallframe

Cylinder -PINASCO Zuera SS 135cc- Vespa V50, PV125, ET3, PK50, PK80, PK125

Hole 57,5mm
Stroke 51mm
Cubic capacity 135cc
5 transfers

Buy your new Pinasco racing cylinder for your Vespa here!

Cylinder head

The cast cylinder head is rather massive. Your eyes first hit the processed bottom side. The combustion chamber in the centre of the ignition plug is about 1mm withdrawn. Following the sealing surface’s outer contour, the cylinder head is centred. A cylinder gasket is not planned. Because the cylinder head is screwed 8 times and the sealing surface is rather large, a reliable sealing should also be guaranteed without any additional sealing elements. Pinasco recommends a torque of 12Nm for cylinder studs and the additional M8x25 screws of the cylinder head.

Due to the central ignition plug, the original opening in the cylinder covering needs to be closed. Pinasco paid attention to this small detail and also supplies a fitting plug. You will need an ignition plug with long thread. You are using a NGK ignition plug? We recommend a B9ES. You want to use a Zuera 135SS and are an ambitious racer? We recommend a B10EG.

Piston

The forged piston is 169 g light. Pinasco equipped the piston with a 1mm rectangular piston ring and 1mm G-shaped locks.
The hint of a gas flow guide in the shape of a small, bevelled edge beneath the gudgeon pin is very cute.
Before it was modern to have an open contour at the sides, this little trick was often used for pistons with a long piston skirt.
The Zuera 135SS piston has an additional sliding coating, just like many modern cylinders.
Pinasco does not fool around with gudgeon pins. The thin walls of the bolt were meant to reduce its weight.

Cylinder

At first glance the design of the transfers in the cylinder highly resemble those of Polini Evolution. You will see the difference though, when taking a closer look. The angles of the entry surface are clearly different from one another.

The height of the outlet and transfers and an assumed deck height of 0mm lead to a sporty trigger delay angle of 125°/185°.

The openings of the transfers in the cylinder base are already open, which is a variation to other cylinders.
The cylinder base has a diameter of 61.33mm. Therefore enlarging the hole in the engine casing is not necessary.

Just like for almost all the other performance oriented cylinders, the open transfers in the cylinder base demand you to adapt the cooling port of the stator housing.

The one-piece outlet with a width of about 66% was made to endure. We would assume that the Zuera 135SS with its really sporty outlet design has a higher performance than Polini Evolution I.
The angle between the outlet and the transfers lead to the assumption that the Zuera 135SS also supports those exhausts with high revs.

Pinasco recommends a squish gap of 1.0 – 1.1mm. You may adjust it with 3 cylinder base gaskets, which are also supplied. When it comes to cylinder gaskets or sealing and links to the exhaust, Pinasco is reserved. No fitting exhaust gasket or outlet stud is delivered with the Zuera SS135.

You may well use material by Piaggio as a fitting outlet stud.

A combination of M8 outlet studs and the distance between them limits the variety of possible exhaust gaskets.
Sadly Pinasco does not supply fitting gaskets.
PK125 exhaust gasket by Piaggio fits the flange. However, the outlet of the SS135 measures 31 x 27mm, not making the PK125 exhaust gasket
with a smaller diameter the perfect fit.
The BGM exhaust gasket is an alternative, in which case you need to enlarge the bolt pitch in the gasket by a few millimetres.

Technical details of the Zuera SS135 cylinder

Hole 57,5mm
Stroke 51mm
Cubic capacity 135cc
5 transfers
One-piece outlet, trapezoidal, chord 38.5mm ? 66%
Outlet stud M8 (not included, we recommend Piaggio)
Bolt pitch exhaust flange 52mm (we recommend a BGM exhaust gasket)
Three cylinder base gaskets 0.1mm each
Cylinder base Ø=61.3mm (suitable for Piaggio)
Forged piston 169g, one piston ring 1mm
Piston pin retainer type G, 1mm
Cylinder head, screwed 8 times (stud + 4 pieces M8x25mm)
Ignition plug 14mm, long thread, recommendation B9ES, B10ES
Position of ignition plug, central
Ignition point 17° (recommended by Pinasco)
Trigger delay angle 125°/185° with a gap dimension of 1.0mm and 51mm stroke

Conclusion new Pinasco Vespa cylinder smallframe

In total Pinasco has put together a sporty cylinder, which offers positive performance at little effort.

Be it in combination with SHB19, CP carburetors by Polini and Piaggio or Polini banana or in combination with a Keihin 28 and a Franz – in combination with a suitable carburetor and exhaust, Pinasco SS135 offers a performance range from moderate to sporty.

Pinasco sports cylinder for Vespa smallframe

Cylinder -PINASCO Zuera SS 135cc- Vespa V50, PV125, ET3, PK50, PK80, PK125

Hole 57,5mm
Stroke 51mm
Cubic capacity 135ccm
5 transfers

Buy your new Pinasco racing cylinder for your Vespa here!

13/10/2015/0 Comments/by Jenny Haas

Scooterists are simply cooler – PURE SCOOTERING

Vespa, Videos

Women have a crush on scooterists

Here comes proof:

12/10/2015/0 Comments/by Jenny Haas

Wheel rim – PINASCO V2.0, tubeless 2.10-10 alloy, split rim- Vespa (type PX)

Largeframe, News, Smallframe, Vespa

Tubeless Vespa rims

For some time you can now find more examples of Vespa rims for tubeless tyres on the market.

Pinasco alloy rim for Vespa

Pinasco is now offering a version including laboratory report by TüV.

However, the report is no guarantee for the e-pass remaining valid. So please check with the registration office responsible for restrictions on admission.

Which are the advantages of tubeless tyres?

in case you damaged the tread, air can only escape slowly. The tyre remains solid for a longer period of time.
no tube, which could burst or be jammed while assembling.
in case the tread punches on the rim, there is no tube that might be damaged.
if there is an increase in stress on your tyre or low pressure making the tyre move on the rim, the air valve won’t rip off.
no tube that might ream by the tyre

VESPA ALOY RIM

Split rim
O-ring to seal the two halves of the rim
Set of screws to link the two halves of the rim
Air valve
Nuts with flansh to fasten the rim to the brake drum
How to install
Laboratory report by TüV

YOU CAN BUY PINASCO ALLOY RIMS FOR YOUR VESPA HERE

Split rim – easy assembly

So far, all rims for tubeless tyres on the market have been one-piece rims, as for cars or motorbikes.
For classic scooters however, necessary brake drums have limited the design of rims immensely.
This limitation meant that mounting tyres on a one-piece rim was hard work and in some cases you even had to damage the tyre.

Split rims have always been a strong selling point of Vespas, because this led to quick mountings of tyres.

For mounting tyres on a one-piece rim, you need suitable equipment, which you will only find in a garage. There is no way to do it at the side of the road.

Pinasco dealt with this deficiency and finally launched a tubeless split rim onto the market, which rejuvenates the advantages of a quick change of tyres.

We took a closer look at the new Pinasco rim for you.

Delivered with

Split rim
O-ring to seal the two halves of the rim
Set of screws to link the two halves of the rim
Air valve
Nuts with flansh to fasten the rim to the brake drum
How to install
Laboratory report by TüV

Colours Vespa alloy rims

Pinasco offers a traditional range of colours. You can buy rims in black, polished alloy and traditionally in silver.

Wheel rim -PINASCO, V2.0, tubeless 2.10-10 alloy, split rims- Vespa (type PX) – silver

Wheel rim -PINASCO, V2.0, tubeless 2.10-10 alloy, split rims- Vespa (type PX) – black

Wheel rim -PINASCO, V2.0, tubeless 2.10-10 alloy, split rims- Vespa (type PX) – alloy polished

Assembling the Vespa rim

First step should be to assemble the air valve. It’s easily done with the help of tyre mounting paste.

Secondly you should prepare the wider half of the rim with tyre mounting paste and put on the tyre, starting at the valve.

Please note: your tyre may have a profile that is bound to a running direction. This may vary for front and rear tyres.

If the tyre is well placed, the o-ring will find its way to the groove.

Once the o-ring is well placed, you may put on the second half of the rim.

Now, both halves have to be linked with 10 screws. Pinasco sets a maximum torque of 18Nm.

Nuts are interlocked in the larger half of the rim. The head of the allen screw is being secured with a schnorr washer, so that it won’t open without someone’s ado.

Fastened by 10 screws, you can now inflate the tyre to a maximum of 1.8bar. You used mounting paste, but the tyre won’t lie nicely in the rim base? If the entire wheel is fastened to the brake drum you may fit the tyre by inflating to a maximum of 3bar. Without the five additional fixation points of the brake drum, it might happen that the two halves of the rim spread, causing pressure to escape. After fastening to the brake drum, this won’t happen and pressure is kept reliably.

Pinasco recommends nuts with flansh to fasten the rim to the brake drum. When using snap rings for steel rims, the rim was being damaged when unfastening the screws. This won’t happen here.

Trace offset

Due to their design, there is trace offset with some one-piece tubeless rims. Due to the two-piece design of the rim, Pinasco managed to stick to the original rim offset.

Spare wheel

Due to its design and with a small trick you may fasten the Pinasco rim as spare wheel to your PX. You adapt the bracket for the spare wheel with spacer nuts in a way, that you fasten the wheel “upside down” – valve facing side panel.
This is an example of a LML frame. Having adapted the bracket also makes it easier to get to the valve of a standard wheel.

Which wheels fit?

As mentioned before, all common wheels of the sizes 90/90-10, 3.00-10 and 3.50-10 fit the Pinasco rim.
In case of one-piece rims it usually used to be luck to find a wheel that wouldn’t be damaged during assembly.
You should still pay attention to one small but crucial detail when buying wheels. Your new tyre should have the important “TL” or “tubeless” label.
A tyre labelled “TT”, meaning tube type, is not necessarily gas-proof.
So please only use “TL” labelled tyres with your tubeless rim.

You will find further information on your new tyres in our online manual and on Vespa-Reifen.de

Disc brake

The Pinasco rim also fits vehicles with disc brake. However, you should check clearance. We installed a PM brake caliper for test reasons. But sadly it didn’t fit the Pinasco rim. Standard brake calipers by Grimeca, LML und HengTong (Piaggio) fit the radius of the Pinasco rim without problems.

In case of damage to your tyres, you should have the following with you

Your Pinasco rim is fastened by allen screws. Should you get embarrassed on the way and need to unfasten your rim, you should have a fitting allen key on board. The key set by Toptul includes all common sizes from 1.5mm – 10mm and the handy box makes it easy to transport the allen keys in the glove compartment without causing noise.

We recommend a repair set for tubeless tyres, so that you are able to continue your journey even without a spare wheel.

After removing the air valve you could even install a tube to the Pinasco rim.

VESPA ALOY RIM

Split rim
O-ring to seal the two halves of the rim
Set of screws to link the two halves of the rim
Air valve
Nuts with flansh to fasten the rim to the brake drum
How to install
Laboratory report by TüV

YOU CAN BUY PINASCO ALLOY RIMS FOR YOUR VESPA HERE

08/10/2015/0 Comments/by Heiko Lepke

New LML frame instead of only a new paint

Largeframe, Vespa

Only giving a new paint to your scooter or rather buy already painted new sheet metal parts

Getting an old scooter freshly painted is rather expensive now. Many painters have already miscalculated the number of parts that need to be painted. There is the malice of the bent style of many frames and preparations often take many hours. This is why a fair paint at € 500, if you are lucky, usually is a unique offer. Do you currently need to decide whether or not to freshly paint your scooter? Then this will be of interest to you: new, fully painted frame by LML.

Exceptional LML scooter parts

When we were offered exceptional LML parts, we remained sceptical. It was supposed to be a LML Star and NV 150. In individual parts, which were meant to be assembled in the country of its final destination.

We did some research and took a closer look at its part numbers. Which was exciting. We didn’t only discover many small parts but also interesting connections. Some parts seemed to be painted in the same colour. We started to get nervous – a very interesting story.

We found out that not only some of the sheet metal parts had been painted in the same colour number, but entire sets! All painted parts you need to fully assemble a scooter were packed in an export box: COMPLETE SUCCESS

We agreed terms. Even though we had to take a deep breath first. So many small parts were included in the set. Some of which we will probably never sell.

The LML “NV150”, also called “Select”, and the “Star” have a good quality. The finish is a little rough sometimes, but they have been produced for the toughest conditions imaginable: the streets of India.

Entire set of fully parts of the LML frame

Why should you have your scooter freshly painted, when you can buy already painted sheet metal parts as a set with us?

We offer entire, new Select and Star frames, already fully painted, so that there is no need to expensively paint your old scooter:

Frame set LML Star

We offer the Star frames for disc brake or drum brake. Star frames consist of:

Frame (with internal fastener)
Two side panels (internal fastener)
Rear fender
Toolbox with flap
Horn cover
Lower part of the handlebar cover (with support either for drum brake or for disc brake)
Upper part of the handlebar cover
Gear change grip

The side panels do not have holes for lables, there are holes in the frame for stips and there are no holes in the tool box for a tray for odds and ends. Head sets have a hole in the support for the e-start button.

Colours:
We currently have the following colours on offer: pure white, ivory, graphite metallic, orange, silver and black

Frame set LML Select

The Select frames have a Star rear fender and there is a hole in the lower handlebar cover for the handlebar clamp. Select frames consist of:

Frame
Two side panels
Rear fender (Star)
Tool box with lid
Horn cover
Lower part of the handlebar cover
Upper part of the handlebar cover
Speedo bezel (not painted)
Handlebar
Gear change grip

And again no holes in tool box or side panels. But rectangular holes in the leg shield for floor mats.

Colours:
We supply entire kits in red and black for the LML Select.

Only new parts with new paint

There are NO VINs or prefixes. Please check with your responsible registration office whether it is possible to use the VIN of the damaged vehicle for the new frame. You lost the old sheet metal, but you still have the registration documents? Think about alternatives as discussed in various fora online (e.g. www.Germanscooterforum.de).

Limited availability

We bought a large amount of parts. However stocks are limited.

Quality

The quality of paint is usually OK but not perfect: small scratches or mini dents will be found on every set.

But the price is all the better: 999 € for the Star and 1,048.99€ ex warehouse, Bergheim-Glessen for the Select. This should help in deciding between a new paint or a new frame.

01/10/2015/2 Comments/by Jenny Haas

Short fourth gear for Vespa PX and PX EFL

Largeframe, Vespa

Better gear ratio with a short 4th gear

Why should your Vespa have a short 4th gear installed?

You install a short fourth gear to improve the gear ratio from third to fourth, which works perfectly fine with a short fourth gear with 36 teeth.
A short fourth gear makes sense for all Vespa PX engines, no matter if you are a daily, tour or race driver.
This drive wheel has 36 teeth, which is one more than the original fourth gear cog of a Vespa PX200.

BGM PRO – Premium Tuning Parts

The material used for BGM PRO gear boxes are extremely solid. The gear cogs are made from high alloyed Ni-Cr-Mo case hardened steel (20NiCrMo2-2/ AISI8620) to suit highest load levels.
The base material is of very high quality and suitable for highest levels of engine performance. Surface hardening is precisely defined to HRC 58-60 making the sprockets extremely wear resistant. Always high quality. No compromises.

BGM PRO short fourth gear

Advantages of a short fourth gear:

more relaxed driving
closer gear step
higher gear ratio and optimisation of the gear box

Now you can finally have the perfect gear ratio from 3rd to 4th gear!

Gear wheel 4 -BGM PRO- Vespa PX EFL T5 125cc, PX200 EFL (short) – 36 teeth

Short fourth gear Vespa PX EFL Suitable for all gearboxes with flat cruciform. How to recognise these gearboxes? The driveshaft has a locking ring fitted in front of the gear cogs.

Gear wheel 4 -BGM PRO- Vespa PX (-1984), PX200 (short) – 36 teeth

Short fourth gear Vespa PX (-1984) Suitable for all gearboxes with bended cruciform. How to recognise these gearboxes? The driveshaft has a locking ring fitted in front of and behind the gear cogs.

The middle part lies on the cruciform. Measures:

PX old type (until 1984, bended cruciform): 5mm
EFL (since 1984, flat cruciform): 6,5mm

Middle parts of BGM gear cogs are larger (approx. 1/10mm) and therefore the contact surface for the cruciform is larger.

Scooter Center technology TIP:

A short fourth gear can be perfectly combined with the 64 teeth primary drive wheel by BGM Pro, which has a longer reduction. Using a 24 teeth clutch sprocket significantly increases the total gear ratio, but decreases the gear step from third to fourth, turning the entire engine performance into top speed.

BGM PRO short fourth gear

Advantages of a short fourth gear:

more relaxed driving
closer gear step
higher gear ratio and optimisation of the gear box

Now you can finally have the perfect gear ratio from 3rd to 4th gear!

When working on a gearbox, don’t forget:

Especially interesting

So far, Malossi sports and Polini 221 engines, which are high in torque, have proven their quality in combination with a 24/64 gear ratio and a short fourth gear.

A short fourth gear reduces the gear step between third and fourth, in order to grant a sufficient torque and smooth gear ratio and nice acceleration when changing to fourth.

The table and graphs** below show the difference. Higher reduction leads to nice cruising speed in towns and on large roads at lower gears with very low revs. This combinations offers rather quick driving and a higher top speed with lower revs when driving in fourth.

**(We would like to take this opportunity to thank GSF member Motorhead for the Gear Calc!)

30/09/2015/0 Comments/by Jenny Haas

Primary reduction BGM PRO Vespa Largeframe

Largeframe, News, Vespa

Higher primary reduction for a higher performance of Vespa engines

New concepts for performance and torque oriented engines in the Vespa Largeframe segment almost demand the use of a higher primary reduction.

A higher primary reduction increases the torque available in your engine, increasing effective use of the available torque curve. This means, you will cruise at constant speed at lower revs, which in turn means that there is an increase in top speed.

BGM PRO primary drive wheels

Advantages of BGM PRO higher primary reduction for your tuned engine

more relaxed driving
less gearbox noise
less fuel consumption
higher top speed
a short forth gear even increases acceleration at higher speed
a larger coverage of tooth flanks leads to higher resilience
lower revs

Vespa driving with a higher primary reduction: increase of speed, decrease of noise and consumption!

Up until now you could only purchase spur-geared primary reduction gears. Resulting in immense driving noises, less coverage of tooth flanks and the fact, that a later change of gear reduction will demand time, money and material. This decreases day to day efficiency.

NEW: Smoother operation and symmetrical power transmission by BGM PRO

BGM PRO primary drive wheels are helically geared. Compared to spur gearing, helical gearing leads to a drastic increase in smooth operation and an increase in smooth power transmission at tooth flanks.

Certified quality by BGM PRO

Each batch of primary drive wheels is checked for its dimensional accuracy, quality of material and workmanship, just like our clutch sprockets and gear cogs.

Wide range of combinations possible

We are currently the only manufacturer offering helical gearing reductions, which can be used in combination with various clutch sprockets.

The following combinations are possible:

		Primary drive wheel BGM BGM6564	Primary drive wheel BGM BGM6565*
	Number of teeth	64	65
Clutch sprocket BGM Cosa BGM6522S	22	2,91	2,95
Clutch sprocket BGM Cosa BGM6523S	23	2,78	2,83
Clutch sprocket BGM Cosa BGM6524S	24	2,67	2,71
		* or Piaggio original

Vespa clutch sprocket BGM PRO with 22 teeth

Vespa clutch sprocket BGM PRO with 22 teeth is a special sprocket though. Base circle and tooth flanks were optimised for primary drive wheels with 65 and 64 teeth. So, in combination 22/65 the BGM PRO clutch sprocket offers a more stable and better coverage of tooth flanks than sprockets by Piaggio or Newfren for instance.

Perfect fit: BGM SUPERSTRONG clutch

Our BGM Superstrong Vespa clutch has the fitting sprockets and is easily fitted to BGM primary drive wheels.

The table shows the various combinations and their effects on the reduction ratio. It helps to choose the perfect gearbox for any event. A combination of a long distance primary drive wheel with 64 teeth and a clutch sprocket with 22 teeth will lead to an overall reduction that is lower than in an original PX200. Meaning: You can choose freely between various exhausts. Either high revs or a lot of torque.

Vespa primary drive repair kit

We recommend to use our reinforced primary drive repair kit to fit primary drive wheels to the layshaft.

Its reinforced springs also work perfectly with a drastically increased torque.

Short fourth gear for Vespa

So far, Malossi sports and Polini 221 engines, which are high in torque, have proven their quality in combination with a 24/64 and a short fourth gear.

A short fourth gear reduces the gear step between third and fourth, in order to grant a sufficient torque and smooth gear ratio and nice acceleration when changing to fourth.

The table and graphs** below show the difference. Higher reduction leads to nice cruising speed in towns and on large roads at lower gears with very low revs. This combinations offers rather quick driving and a higher top speed with lower revs when driving in fourth.

**(We would like to take this opportunity to thank GSF member Motorhead for the Gear Calc!)

Conclusion

A higher primary reduction offers

more relaxed driving
higher top speed and
a short forth gear even increases acceleration at higher speed.

28/09/2015/0 Comments/by Jenny Haas

Mission Milan- Lost Places Vespa and Lambretta

News

Vespa & Lambretta feeling like gold-diggers in Milan

We have all heard them. Stories of Vespa and Lambretta spare part shops that, at some point in time, went burst.
It is said, that their old warehouses are still cramped full with NOS (New Old Stock) treasures. These parts are waiting to be found by us! At least that’s what we thought.

We got in touch with our old friend Claudio and quickly managed to gain access to a forgotten warehouse of parts for Vespa and Lambretta close to Milan.

Tons of old scooter parts in Milan

When we entered the warehouse, we had to hold our breath! Tons of NOS parts were piled up to the ceiling – on 2 stories – just waiting to be found.

Vespa and Lambretta treasures

But euphoria was hit by disillusionment. How to actually find Vespa and Lambretta treasures when these are hidden in APE and Piaggio Ciao, SI and Bravo moped parts? Claudio supported us in flipping through old, dusty lists and checking the merchandise management of the ’60s – index cards. Here we go. We found the old treasures of old new parts for Vespa and Lambretta.

On the hunt for rare Vespa and Lambretta parts

Working with the “merchandise management” turned out to be a tough challenge. So we decided to take a cart and check shelf by shelf. We slowly tackled thick layers of dust.

: NOS SIEM VESPA

: NOS SIEM VESPA

In the end we had oily hands, were covered in dust, but we were happy and headed home with a VW van full of rare parts for Vespa and Lambretta.

23/09/2015/0 Comments/by Jenny Haas

The most beautiful Vespa on earth

News, Smallframe, Vespa

The most beautiful Vespa at Lake Garda

The most beautiful Vespa is our Scooter Center Demonstrator, Generation XI. It is a Primavera ET3, which is a Vespa of highest quality, both in technology and looks. The latter thanks to Pfeil-Design from Austria. This Vespa has already been awarded with many prices by various international customshows. Awesome work of our old friend Pfeili.

“The most beautiful Vespa on earth“. This also is a quote by Dean Orton. If he as the very model of Lambrettistas says so, we won’t disagree. But we’ll say thank you.

Mission two of our trip to Italy:

The guys at Kerresinhios are well known for their happy families games, which are lovingly designed and depict classic scooters. The first edition already turned into a sought-after collectors item.

We wanted to find an awesome location for a photo of our Demonstrator “Generation XI” at Lake Garda that could be part of the new Kerresinhios happy families “Scooter scenes”.

Scooter Center and Lake Garda

Lake Garda. But why? Lake Garda plays an important role in the history of Scooter Center. Plus, Generation XI is a very special scooter by Scooter Center. We have put our heart and soul, sweat, brains and love for technical and optic details in it.

Therefore we considered a photo of this custom Primavera ET3 in front of our shop or the Cologne Cathedral to simple and unimaginative. And we were around Lake Garda for another mission anyway. So it seemed the right thing to have a photo shooting 1,000 km from home at Lago di Garda. You will see the result soon in the most current Kerresinhio happy families game.

Best wishes from Lago di Garda :-)

21/09/2015/0 Comments/by Jenny Haas

The most ugly Lambretta in the universe

Lambretta, News

Off to Verona with our BGM Lambretta

Mission one of this trip to Italy: Our BGM testing bike is equipped with finest parts of BGM PRO and Casa Lambretta. A Lambretta which technically is on the highest level.

Design follows function

You already know what Dean Orton (Rimini Lambretta Centre) thinks of the looks of the BGM Demonstrator Lambretta. According to Dean Orton it is the most ugly Lambretta in the universe.

When assembling this Lambretta other things were more important than its design. Any fitted BGM PRO part has been put through its paces on our test bike before being mass produced. This bike was also available to our customers for test rides on several occassions. We obviously needed an easy-care paint. Furthermore:

Tuning quotes

Design follows function
Chrome won´t bring you home
Rust is lighter than carbon

Dean, please MODify our Lambretta

Still, “most ugly Lambretta” – we couldn’t stand this! Dean is not entirely wrong though. This is why we didn’t hesitate when he had offered to refine the looks of our Lambretta. Rimini Lambretta Centre is our Italian BGM dealer. Dean, the very model of a mod, actually wants to assemble a BGM Demonstrator for the Italian market. So once he’s at it….

La Dolce Vita

Last week we took the Lambretta DL to Verona and parked it at a friends place. It was a very warm welcome and handing the Lambretta over took one or two glasses longer than initially planned. We love Italian hospitality.

Dean picked the scooter up and brought it to the hallowed halls of RLC Rimini Lambretta Centre to refine it. We will keep you posted here in the Scooter Center Blog, so that you are always up to date with the development of the new BGM PRO Demonstrator-Lambretta.

Note for a reader who just came across our blog: No need to worry about a shop owning the most ugly Lambretta… First of all we are currently changing this and secondly we are proud to also own the probably most beautiful Vespa on earth…

18/09/2015/0 Comments/by Jenny Haas

We and our most extraordinary examples of Vespa and Lambretta were off to Italy

Generation XI (Vespa ET3), Lambretta, Largeframe, Smallframe, Vespa

Off to the Promised Scooter Land by Vespa and Lambretta

We love Italy and recently toured beautiful Italy. Italy is obviously the birthplace of Vespa and Lambretta.

And how could things be any different: More than 23 years ago the story of Scooter Center has begun right there, at Lake Garda in Italy. Which should be the case for any real scooter shop.

Malcesine is located in the midst of lovely olive groves at the eastern shores of Lake Garda. It was right here that Oliver Kluger bought Scooter Center’s very first scooter (a Vespa Rally TS 125), which was then sold to “Mod-Volker” from Cologne. Volker is still driving this excellent Vespa, he was our very first customer and is loyal to us.

Scooter Center – spare parts, add ons and tuning parts for scooters

Today we are rather focussing on spare parts, add ons and tuning parts for scooters. However, we are sometimes offering used Vespas.

Used Vespa

Recently we received a large delivery of used Vespas. But first of all we need to gain an overview.

We will keep you posted.

The reasons for the last trip to Italy were two extraordinary missions:

…to be continued

16/09/2015/0 Comments/by Jenny Haas

BGM PRO shoulder rings and gearbox shims for Vespa and Lambretta

News

Shimming Vespa & Lambretta transmissions

Here we show you how to properly shim the Vespa transmission: shimming Vespa transmissions

In order to balance out too much free play in the gear box you need shims in the corresponding thickness. We have introduced these high quality BGM PRO shoulder rings for Vespa and Lambretta engines to our programme.

The hardened and grounded transmission shims generally have a tolerance of just +0/-0.04mm and during manufacture each batch is subject to comprehensive testing.

Vespa shims/ spacers / shoulder rings

Vespa Rally, Sprint, VNB etc.

There is reason for enthusiasts of the older Vespa Largeframe models like the Vespa Rally, Sprint & Co. to be pleased: for these gearboxes, the fitting shoulder rings ranging from 2mm to 2.50mm are finally available again, thanks to BGM PRO.

The shoulder rings feature, as is the case for the stronger Vespa PX EFL version, 4 nibs for locking in. Hence, with the new production design it is no longer possible to chop off an individual nib.

We had the shoulder rings for the older 3 and 4 speed gearboxes (can be identified by the single shoulder ring that is required on the shifter bolt side) manufactured for you in standard dimensions.

Vespa PX EFL and Vespa Smallframe

For the Vespa PX EFL and Vespa Smallframe gearboxes we offer the shoulder rings in standard dimensions from 1.00mm to 1.40mm and additionally also in 0.9mm. This dimension is often required when converting the sprockets on the main shaft in order to restore the proper free play but also in case you wish to use the stronger circlips according to DIN.

The BGM PRO shoulder rings are hardened and ground parallely so that your transmission keeps the adjusted free play reliably and for a long period.

Vespa BGM PRO transmission shims

BGM PRO shoulder rings

hardened and grounded parallely
just +0/-0.04mm tolerance
available in many thicknesses
for a precise gear change
and a long lasting gearbox

You get precise shifting here

Lambretta shims/ spacers / shoulder rings

For Lambretta gearboxes we can offer you transmission shims in different thicknesses as well.

Gear box shim -BGM PRO- Lambretta series 1-3

16/09/2015/0 Comments/by Jenny Haas

Vespa transmission shimming – really easy – instructions

Largeframe, Smallframe, Vespa, Wideframe

Shimming the Vespa transmission made easy

In order to be able to adjust the sprocket free play on the main shaft you will need the corresponding transmission shims and two thickness gauges (you really need them twice) for measuring the transmission.

It is best if you begin in first gear with a standard shoulder ring measuring 1.0mm so that later on when everything is mounted the gears firmly stay in place and you can properly shift the transmission into the neutral gear.

Beginning below the first gear using a shoulder ring that is too thick could cause the gear selector cruciform to no longer be in a free position between the sprocket segments and make it want to engage the sprockets in the neutral.

Therefore it is wise to first of all place the necessary shim behind the fourth gear.

Checking the transmission free play

You can now check the sprockets‘ free play using the thickness gauges.

After mounting the parts the free play should range from 0.05mm to 0.15mm. In transmissions that entirely consist of new components you should rather opt for a tighter free play because the components have yet to “adapt to one another”.

Do not choose too little free play

What you should not do either is overdoing it and allowing too little free play. This will result in the contrary of what you want on a running transmission. The hardened surfaces of the sprockets and shoulder rings tend to chew in, hence drastically increasing the free play within a short period.

If you want to replace individual sprockets of your transmission, we recommend that you order a set of shoulder rings ranging from 1.0mm to 1.3mm right away. And while you’re at it anyways, have a look at the gear selector cruciform. Do not try to save on transmission oil and replace it – and don’t forget to use new O-rings.

The right tools in good quality for your scooter will always help you do the job.

Vespa BGM PRO transmission shims

BGM PRO shoulder rings

hardened and grounded parallely
just +0/-0.04mm tolerance
available in many thicknesses
for a precise gear change
and a long lasting gearbox

You get precise shifting here

16/09/2015/0 Comments/by Jenny Haas

Grip-Lock scooter-, Vespa- und motorcycle – lock – The test

Automatik 2-Takt, Automatik 4-Takt, Lambretta, Vespa

Protect your scooter from theft

Customers whose scooters have been stolen call us for help over and over again. Most of the time it is about precious collector’s items like the Vespa or Lambretta models.

Therefore, we want to point out once more that we have locks on offer. Unfortunately, you can never be 100% secure but it gives you a good conscience when parking your scooter with a lock system attached to it – even in your own garage/basement. Attach it to a chain and also an additional lock that makes it impossible to ride the scooter or push it away, e.g. the Grip-Lock – system, that locks the throttle and the brake lever in braking position and blocks the front wheel.

Grip-Lock test rating: GOOD

In the current issue of MOTORRAD (of 4 September 2015) in the advice section “Ratgeber” you will find a report about the Grip-Lock “Ausprobiert” [tried it out].
MOTORRAD rating: good

Grip Lock secure protection against theft for scooters

Grip-Lock is a long-life – high security lock

Suitable for almost all scooters
Cannot be picked with ordinary lock-picking devices
Very robust against drilling attacks
Maximum longevity and uncompromising security under all conditions
3 year warranty

Secure your scooter against theft – Grip-Lock GOOD & low price!

“RollerSzene” of the Syburger Verlag has already tested the Grip-Lock device, too:

„Of course, the Grip-Lock is no alternative to a chain or a garage. Yet, it is small enough to be carried along at all times, it is easy to use and during short breaks it possibly gives you the decisive plus in security against theft.“ Link to the complete article (in German)

GRIP LOCK security lock

For the brake and clutch lever

GRIP-LOCK security lock is probably the easiest and most effective way to secure your scooter, quad or motorcycle against theft.

Minimum packing dimension (easily fits into the glove box/toolbox/topcase/bag)
Fits nearly all scooters, mopeds, motorcycles and ATV’s. 27-38mm grip diameter
Impossible to forget taking it off, contrary to rim lock systems
Weight: only 330g
Dimensions: 15×4,5×4,5cm

Buy Grip-Lock here

14/09/2015/0 Comments/by Jenny Haas

Shock absorbers for Vespa with TÜV/homologation now available

Largeframe, Smallframe, Vespa

BGM shock absorber with TÜV for Vespa

As of today, our top selling article among Vespa shock absorbers is available again. You can easily adjust a perfect setup for the BGM PRO suspension for Vespa and it is available with TÜV [German Association for Technical Inspection corresponds to MOT] certification for many vehicles.

The BGM PRO shock absorbers have been successful on the race track and, of course, in everyday use, on tours and when riding with a companion they offer the necessary comfort and safety, too.

Finally available again

BGM PRO shock absorber for Vespa

comes with „ABE / TÜV“ [homologation/MOT]
available individually or as a set
sportive
comfortable
fully adjustable
very long lasting
massive CNC body, anodized
very strong aluminum for low weight
rebound damping adjustable in 12/16 modes, according to model
continuous spring preload adjustment is possible

What you get here is a safe, sportive and comfortable suspension for your Vespa!

THE Vespa – shock absorber with TÜV certification!

BGM PRO SC series shock absorbers for Vespa scooters are THE suspension system for your Vespa. With TÜV certification!
The suspension system designed by BGM in Germany is available with homologation for many Vespa classic scooters.

The shock absorbers are fully adjustable. You can find a perfect setup for every purpose of use thanks to the continuous spring preload adjustment and the adjustable independent rebound and compression damping. No matter if you are carrying luggage on a long tour across the Alps or riding in everyday use or on one of the race tracks anywhere in the world.

Buy BGM PRO SC shock absorbers for your Vespa

14/09/2015/0 Comments/by Jenny Haas

Vespa rims stainless steel superdeal

Largeframe, Smallframe, Vespa, Wideframe

Stainless steel rims for Vepa on sale

We now have our top selling article among the Vespa stainless steel rims on offer at a special rate. If you purchase more than one rim, i.e. when getting three rims with our voucher you can save over 100 Euro:

Superdeal on Vespa stainless steel rim

made in Germany
stainless steel with polished or raw finish
perfect concentricity
reinforced rim flange thanks to a folded edge

If you get at least two rims you will save even more with this voucher: BGM7990

Made in Germany and tested under extreme conditions

During a desert race scootering legend Sticky was able to convince himself in regard to the BGM PRO Vespa rims’ extraordinary quality and reliability.

Rims‘ details

The BGM stainless steel rim is made in Germany using high precision production methods by a renown and, of course, certified company. This results in a rim that could not have been made any better by Enrico Piaggio himself. The rim is characterized by its perfect concentricity and reinforced rim flange and it is absolutely stainless.The rim is mounted with the included special nuts made of stainless steel. The nuts’ four edged profile locks into the rim and serves as a perfect anti-twist safeguard. Naturally, the bolts are available individually as spare parts as well.

Photos of Vespa rim

360° – view

Vespa rims

made in Germany
stainless steel with polished or raw finish
perfect concentricity
reinforced rim flange thanks to a folded edge

Superdeal on Vespa stainless steel rim

SUPERDEAL
1 x instead of ~~149 EURO~~ now just 119,00 EURO
2 x instead of ~~298 EURO~~ now just 228,50 EURO
3 x instead of ~~447 EURO~~ now just 342,75 EURO

The crossed out price is the current MSRP price

Order here and redeem the voucher: BGM7990

Suits these Vespa models

This rim suits the following models: Vespa

50 Special Elestart (V5A3T)
50 Special (V5B1T)
50 Special Elestart (V5B2T)
50 Special (V5B3T)
50 Special Elestart (V5B4T)
50 PK XL2 (V5N1T)
50 PK XL2 HP (V5N2T)
50 PK XL2 automatic (V5P2T)
50 PK SS (V5S1T)
50 PK XLS (V5S2T)
50 Sprinter (V5SS2T, -1975)
50 SR (V5SS2T, 1975-)
50 PK (V5X1T)
50 PK S (V5X2T)
50 PK S EFL (V5X2T)
50 PK XL (V5X3T)
50 PK XL Rush (V5X4T)
50 PK N (V5X5T)
50 PK XL2 (V5X3T)
80 P X (V8X1T, -1983)
80 PX E Lusso (V8X1T, 1983-)
80 PX E Lusso Elestart (V8X1, 1984-1990)
80 PK S (V8X5T)
90 Super Sprint (V9SS1T)
50 PK S automatic (VA51T)
80 PK S automatic (VA81T)
150 GL (VLA1T)
150 Sprint (VLB1T)
150 Sprint Veloce (VLB1T)
125 GTR (VLB2T)
150 P X (VLX1T, -1980)
150 PX E EFL (VLX1T, 1984-1997)
150 PX E (VLX1T, 1981-1983)
125 Nuova (VMA1T)
125 Primavera (VMA2T)
125 ET3 (VMB1T)
125 PK ETS (VMS1T)
125 PK (VMX1T)
125 PK S (VMX5T)
125 GT (VNL2T)
125 TS (VNL3T)
125 P X (VNX1T, -1983)
125 PX E EFL (VNX2T, 1984-1997)
125 T5 (VNX5T)
150 GS (VS51T) GS3
180 Rally (VSD1T)
200 Rally (VSE1T – Femsa)
200 Rally (VSE1T – Ducati)
200 P E (VSX1T, -1980)
200 PX E EFL (VSX1T, 1984-1997)
200 PX E (VSX1T, 1981-1983)
125 PX E EFL (ZAPM09300, 1998-2000)
125 PX E EFL (ZAPM09302, 2001-2010)
150 PX E EFL (ZAPM09400, 1998-2000)
150 PX E EFL (ZAPM09401, 2001-2010)
200 PX E EFL (ZAPM18, 1998-)

14/09/2015/0 Comments/by Jenny Haas

Dean Orton visiting Scooter Center with his BSG Corse Lambretta

Generation XI (Vespa ET3), Lambretta, News, Pr?fstand

Bon voyage – Dean comes with the BSG Corse bike to visit Scooter Center

Dean Orton, the main man behind Rimini Lambretta Centre, came to visit us for a couple of days. On his way from Italy to Venlo Scooter Run and afterwards to the Harz ring for the ESC race, he came to visit his old friends here. The reason for Dean’s days off from work was to give the BSG corse engine a proper test ride and thrash it as hard as possible.

BSG Corse Lambretta test riding

The testing of the engine is done in the proper way, just the way it will be used by a common rider. First of all the scooter is packed with Dean’s mod tat and additionally with:

a second expansion chamber to be tested
a bag full of spares and
camping gear for Venlo.

Then the bike is thrashed about the motorways and country roads across Europe (Rimini, Italy – Austria – Germany – Venlo, Netherlands). His test ride also took him to Scooter Center Cologne and to the Harz ring for the ESC race.

80mph – restricted to 50hp

This is real testing over a long distance with sitting happily at 80 mph all day and plenty of throttle left to easily hit 95 mph and all this with a very short gear ratio of 4.9.

The 305 cc barrel on the CNC machined casings is restricted by the programmable ignition to 50 hp. Unrestricted it gave a 63 hp at the Rimini Lambretta Centre dyno.

Scooter Racing at the Harz ring

At the Harz ring this weekend there will be held the next ESC race. Dean met the Casa Lambretta racing team last night. Today the first testing of the Casa race bikes will take place and the last preparation before the races will be done. The Casa Lambretta race bikes feature the Casa Performance range as well as some BGM parts that are used on these bikes. We were happy to supply the front and rear shockers, the Silentblocks as well as our BGM Superstrong Lambretta clutches for the bikes.

Our first time!

Even if we know each other for decades and the shops were founded roughly at the same time, we haven’t managed to visit each other’s shops until the year 2015.

On the 25^th of April we were invited to the Open Day and shop opening of the new Rimini Lambretta Centre premises. This weekend was one of the best ever, with a stunning shop, loads of food and drinks and the test riding of scooters that made history –like both Innocenti twin cylinder prototypes- and bikes that probably will make history – like the BSG 305 cc one

Here is the video of Philipp riding the BSG Corse Lambretta

On Monday we finally had the pleasure to welcome Dean at our place! It was a pleasure every single second and a lot of piss taking has taken place. After a first tour through the shop on Monday and even some business talk we had dinner together and the stories never ended. While Dean quotes our Generation XI Smallframe Vespa as the most beautiful object in the universe, he can’t be stopped to let us know that the look of the BGM Lambretta Test Bike is the most shittiest Lambretta he ever came across. A theory we are confronted with from the first day Dean saw the Test Bike at the 2^nd edition of the Riva del Garda Customshow in 2013. To stop this, we will send the Test Bike over to them to have the optics matched to the perfectly working engineering of it.

On Tuesday Dean tested the bike in the rain on the beautiful routes around Cologne/Bergheim and came in for the traditional afternoon tea and some more stories and ideas about how to improve Lambretta parts.

On Wednesday the plans were to do another tour and take some pictures of how we proceed orders to show them at home. This has been missed though, because we wanted to see how the BSG engine performed on the dyno with the different pipes Dean had with him. Sadly we ran out of time and hadn’t the chance to put the Big Box on the 305, to modify an U-bend for the exhaust stub took too long and lunch was waiting and afterwards Dean had to leave.

We send our best regards to all the staff at Rimini Lambretta Centre and to Vittorio and his race team and keep our fingers crossed!

04/09/2015/0 Comments/by Jenny Haas

Pinasco engine casings for Vespa

News, Vespa

Pinasco engine casings for Vespa now available

Vespa engine blocks

Now you can buy the new reinforced Pinasco engine casings.

Available as rotary valve version (Master) and as reed valve version (Slave) for

– Vespa PX 125-150
– Vespa PX 200

PINASCO engine casings Master / Slave for Vespa Largeframe

Improvements

Both versions feature the same reasonable improvements:

MATERIAL
High quality die cast aluminium with a fine surface finish
SEALING SURFACES
Very precisely milled sealing surfaces
STRONGER
Reinforcement ribs near the main shaft bearing on the shifter peg side and the rear shock mounting plate
MASSIVE
Significantly more material used at the cylindre jug barrel’s sealing surface and at the caburetor inlet
BEARINGS
The crankshaft bearing on the alternator side is a large cylindrical roller bearing (NU205 25x52x15mm)
OIL SEAL
The housings are intended for being equipped with a metal oil seal (clutch side). Please use the type for the 200cc versions with a brown sealing lip.
LUBRICATION
Double lubrication hole for the alternator bearing.
FIT
Two additional dowel bushes = crankshafts with an overlong hub do not require the centering edge of the alternator side. Dowel bushes dimensions OØ=9,95mm, IØ=8,40mm, h=13,80mm
RUBBER WASHERS
The included silent rubber washers are stiffer and give the engine a better positioning in the frame
NUMBER
The engine casings do not have an impressed number or prefix on them
OIL HOLE
No oil drain hole for transmission oil = There no longer is a superfluous oil drain hole that shows whether the oil seal on the inside is damaged*.

*We recommend using an encapsulated bearing and an exterior oil seal with a correponding brake drum.

Buy Pinasco engine casing here

ROTARY VALVE VERSION SPECIAL FEATURES

Extra-large sealing surface across both engine block halves, fits all intake manifolds
Can be used as a 1:1 replacement for the standard engine casing
The 125-150cc version features the same crankshaft housing as the 200cc models and inevitably requires a PX200 crankshaft. The rotary valve’s width was adapted to the dimension of the 200cc models. The narrower gasket of a 125cc crankshaft will not seal the surface here.

REED VALVE VERSION SPECIAL FEATURES

Centered full surface reed valve intake
Comes with a reed valve intakte manifold, comes with a reed valve in a RD350 format (distance holes 58x48mm)
Intake rubber can be turned by 360°, carburetor connecting size Ø=34mm
Rubber washer fits Keihin PWK28, Mikuni TMX27/30, Dell’Orto PHBH28/30, VHS24-30
No moulded shaft for the oil pump control
No hole for an oil pump drive shaft

The dowel bush for the auxiliary shaft that is included needs to be inserted. The casings are meant to be used with an electric starter motor. Therefore, please use the flywheel cover for models with an electric starter motor. For those without electric starter motor, simply cover the hole in the casing with our proper tin panel (7671454). Should you be using other transmission components than the ones of the PX 125cc models, please check whether the auxiliary shaft is compatible and modify it if necessary.
Please apply a high strength locking agent to all stud bolts. The cylinder stud bolts are not oversized on one side as is customary with Piaggio. Therefore, also glue in the Pinasco cylinder stud bolts that come with the delivery. Please make sure that when screwing in the cylinder stud bolts, any oil pump cog wheel that may be mounted can move freely. We recommend cutting all of the threads again and cleaning them out with compressed air.

ASSEMBLY NOTE
The crankshaft bearing NU205 on the alternator side does not fit flush with the edges of the engine casing.
It sticks out about 1mm toward the crankshaft.

SCOPE OF DELIVERY

ROTARY VALVE
- All stud bolts
- Silent rubbers + washers for the silent rubbers
- Casing gaskets
- Auxiliary shaft bushing
REED VALVE
- As above, in addition comes with:
- Intake manifold including the reed valve, intake rubber washer, gasket and small components
- NOTE: Bolts for attaching the intake manifold on the engine block are not included (see: accessories)

Buy Pinasco engine casing here

25/08/2015/0 Comments/by Jenny Haas

bgm PRO FASTER FLOW Vespa Dellorto/Spaco SI 24-26 Vergaser

Largeframe, Smallframe, Vespa, Wideframe

bgm PRO FASTER FLOW SI Vergaser für die schnelle Vespa

Die SI Vergaserbaureihe ist ein millionenfach bewährtes Design mit großem Potential.

Gerade in den letzten Jahren sind die Vergaser aufgrund ihrer kompakten Bauform und kurzer Ansaugwege auch auf leistungsgesteigerten Motoren wieder beliebter geworden.

Vespa Faster Flow Vergaser hier kaufen

Mit einer Leistungssteigerung des Motors müssen auch die Düsen im Vergaser angepasst werden. Bei den aktuellen Motorkonzepten sind Hauptdüsen in einer Größe von über 140 keine Seltenheit. Um eine ununterbrochene Kraftstoffzufuhr bei größeren Hauptdüsen zu gewährleisten, muss der Vergaser zwingend recht aufwändig bearbeitet werden oder gleich zu unseren fertig bearbeiteten Vergasern zurückgegriffen werden:

SI FASTER FLOW Tuning Vergaser für Vespa

Wir können Dir für Dein Motor-Projekt den optimal fertig bearbeiteten Vergaser anbieten. So behältst Du den originalen SI – Vergaser als Backup und erhältst einen professionell getunten Vergaser. Hier findest Du unsere PRO FASTER FLOW SI Vergaser

Sicher und flott unterwegs ohne Abmagern

Mit dem optimierten bgm PRO Faster Flow Vergaser lassen sich auch Leistungen deutlich über 20 PS mit Dauervollgas ohne Abmagern oder sonstige Probleme fahren.

Bereits fertig bearbeitete Vergaser

Um eine ununterbrochene Kraftstoffzufuhr bei größeren Hauptdüsen zu gewährleisten, muss der Vergaser zwingend recht aufwändig bearbeitet werden oder gleich zu unseren fertig bearbeiteten Vergasern zurückgegriffen werden:

Vespa Faster Flow Vergaser hier kaufen

Details zu den optimierten 26er SI Vergasern

Bei unserem Vergasertuning werden Schwimmerkammerdeckel, Düsenstock und Bohrungen professionell bearbeitet.

Im Einzelnen wird die Bohrung zur Schwimmernadel auf 2,8mm vergrößert und die Führung der Schwimmernadel mit zwei weiteren Bohrungen für schnelleren Kraftstoffzulauf versehen.

Wichtig: Die Dichtfläche des Schwimmernadelsitzes wird mit einem angefertigten Werkzeug nach dem Bohren wieder hergestellt.

Feintuning: Der Schwimmerstand wird kontrolliert und auf 32mm eingestellt.

Die 5,2mm große Schwimmernadel ist federbelastet und verhilft der Schwimmernadel zu einer längeren Lebensdauer – muss sie doch den Benzinfluss mehrere tausend Male in der Stunde unterbrechen und wieder freigeben.

Schnelle und konstante Spritzufuhr bis 180er Hauptdüse

Durch die vergrößerte Ventilbohrung im Schwimmernadelsitz und durch die zusätzlichen Bohrungen in der Führung für die Schwimmernadel fließt der Treibstoff ungehindert nach. Dadurch bleibt das Treibstoff-Niveau in der Schwimmerkammer konstant.

Damit der Kraftstoff auch ausreichend schnell bis zum Düsenstock fließen kann, wird die Bohrung von der Schwimmerkammer zum Düsenstock von 1,2mm auf 1,8mm erweitert. Dieser Durchmesser ist mit einer 180er Dellorto Hauptdüse gleichzusetzen – eben diese Düsengröße kann somit, falls benötigt, auch bedient werden.

Derzeit sind uns allerdings keine Motoren bekannt, die eine Hauptdüse in der Region um 180 fordern. Der Fasterflow bietet also in diesem Bereich noch Reserven.

Touring Setup mit 25PS mit Hauptdüse bis zu 160

Bei aktuellen Touring-Motoren mit ca. 20-25PS kommen oft Hauptdüsen im Bereich von 135-160 zum Einsatz.

Ein Abmagern während der Beschleunigungsphase oder ein Verschlucken aus Treibstoffmangel bei Lastwechsel gehören, mit der richtigen Düsenbestückung, somit der Vergangenheit an.

25er sind die besseren 26er SI – Vergaser

Bei näherer Betrachtung wirst Du feststellen, dass der als 26/26 gekennzeichnete Vergaser eine effektive Bohrung von 25mm hat.

Vespa SI-Vergaser mit einer Bohrung von echten 26mm neigen zu vorzeitigen, hohen Verschleiß im Bereich der Schieberführung. Ist dieser empfindliche Bereich einmal verschlissen, ist der Vergaser unbrauchbar.

Durch die geringe Überdeckung von Schieber und Führung bei einer 26mm Bohrung kann sich in den verschlissenen Bereichen der Führung zusätzlich Luft am Schieber vorbei mogeln und die Laufkultur des Motors stark beeinflussen.

Das geht bis hin zum unfreiwilligen Hochdrehen im Leerlauf und deutlichem Abmagern oder Magerruckeln beim Beschleunigen.

Daher sind die bgm PRO 26er SI – Vergaser mit einer optimalen effektiven Bohrung von 25mm versehen.

Tipp: bgm PRO Faster Flow Benzinhahn

Zusammen mit unserem bgm PRO Faster Flow Benzinhahn sind die überarbeiteten Vergaser ein perfektes System für eine zuverlässige Treibstoffversorgung.

Vespa Benzinhahn - Das Original! Vespa Tuning Benzinhahn bgm Faster Flow

Watch this video on YouTube

Si Tuning Vergaser Vespa

Die heutige Ausführung der Fasterflow Vergaser mit 25mm ist also ein unauffälliger und dauerhafter Begleiter für viele Kilometer. Der Verschleiß der Schieberführung ist durch eine größere Überdeckung auf das mögliche Minimum reduziert.

Vespa Faster Flow Vergaser hier kaufen

24/08/2015/0 Comments/by alex

Gear selector cruciform Vespa BGM PRO

Vespa

Gear selector cruciform Vespa

The BGM PRO gear selector cruciform is a fine piece of equipment for high demands.

It is made of high quality 15CrMo5 (SCM415) chromium molybdenum steel.
This Vespa gear selector cruciform is very durable, yet, it features enough elasticity to go easy on the cogwheel’s shift surface.

We are thrilled by the quality and guarantee continuously superior quality.

It can be used under all stress types no matter whether you are an every day rider, a Sunday driver, a tour rider or a racer.

Gear selector cruciform -BGM PRO- “Vespa (-1984)”

Vespa PX (until 1984) 80cc (V8X1T to nr. 100230), 125cc (VNX2T to nr. 232052), 150cc (VLX1T to nr. 624301), 200cc (VSX1T to nr. 315266), Rally180 (VSD1T) (from nr. 26849), Rally200 (VSE1T) (from nr. 4476), Sprint (from nr. 1170240), Sprint Veloce (from nr. 1693)
Part number BGM6501A

Buy gear selector cruciform Vespa PX (-1984)

Gear selector cruciform -BGM PRO- “Vespa EFL”

Vespa PX EFL 80cc (V8X1T from nr. 100231), 125cc (VNX2T from nr. 232053), 150cc (VLX1T from nr. 624302), 200cc (VSX1T from nr. 315267), T5 125cc, Cosa

Part number BGM6501L

Buy gear selector cruciform Vespa PX EFL

20/08/2015/0 Comments/by Jenny Haas

Vespa T-Bag – the travel bag for Vespa PX

News, Vespa

Bag for Vespa PX, Rally and Sprint

High quality tailor-made Vespa bag for the footwell / the legshield

Very preciously manufactured limited edition!

In this great Vespa travel bag the luggage is where it belongs: at the scooter’s centre of gravity – at the centre and down low.

Vespa T-Bag‘s advantages:

A lot of space and securely packed
Safe use of the footbrake
Filling up the gas tank is possible with the bag attached
Fast and safe assembly without drilling holes
Keys, sunglasses, briefcase – the important stuff can be reached immediately
It is securely attached to your Vespa at 3 attach points
Features a backpack option
26 litre storage space
Waterproof
Retro-reflectors on the sides for better visibility
From sooterists for scooterists – has proven successful in practice

Buy travel bag for Vespa

Vespa T-Bag from scooterists for scooterists

For the long tour, daily commuting to work or your shopping…

Following the market introduction of the T-bag for the GTS in 2014, the footwell bag is finally available now for the Largeframe scooters, in particular for Vespa PX EFL and PX (-1984).

The new creation’s main features are adjustments in the foot area so that the rear brake can be used safely, as well as a model specific attachment concept.

One main compartment and 3 sub-compartments

The lightly padded bag has a main compartment, two sub-compartments (at the top and on the side) as well as a glasses compartment on the inside padded with velour foam. As usual, all of the compartments are zipped with splash proof zips.

Fast and secure assembly without drilling

The bag is attached to the legshield with two pads in the front. The pads feature strong magnets and clips (drilling not necessary).

The bag is attached with adjustable straps featuring the LOXX quick locking system. On the floor panel blind there is another attach point at the side part of the frame tunnel. A reinforced strapping cord is tightly laced through eyelets and fastened with a sliplock buckle at the side. The bag is delivered with eyelets and bolts.

The bag features a carrying handle at the top so that it can be carried easily, as well as padded shoulder straps that are adjustable in length so that it can be used as a backpack. All of the attachment and carrying straps can be put away in the bag.

For better visibility on the road the bag has reflective applications on the sides.