Scooter Center Classic Day
First pictures:
bgm Vespa Big Box available soon
Our best Vespa exhaust will be available soon. Don’t miss our Open Day this Saturday and test it on your scoot on our dyno.
The long wait will be over latest end of next week. The bgm PRO MRB Vespa Big Boxes are at the landing and available online next week. We do everything at the moment to have them at our place for the Scooter Center Classic Day on Saturday.
Exhaust -BGM PRO BigBox- Vespa PX200, Rally200
Exhaust -BGM PRO BigBox- Vespa PX80, PX125, PX150
With lots of luck it will be available at our Classic Day!
Test the bgm PRO Vespa exhaust here in Scooter Center
Anyway the Big Box will be at the dyno room for everyone to test on our Classic Day.
Our Vespa Big Box was the logical step after the good response on the Lambretta Big Box. Mastermind Mark Broadhurst found a way to combine standard looks with expansion chamber performance.
This is the feature list of of the new Vespa exhaust:
- More power:
- as much power as a racing exhaust
- much revvier than the SIP Road exhaust
- broad power band
- Original optics
- Quiter than racing exhaust
- 200er exhaust stub with Viton® -Oring -> no more problems an alloy barrels
- high aterial
- with serial number
See you Saturday!
The visitors of the Scooter Center Customshow in March were able to see this great Custom Vespa already live. Now the Vespa also participates in our Facebook Custom Show.
Here you can upload your own scooter – or vote for this or other Vespa and Lambretta scooters: http://bit.ly/11ij3Hh
Spongebob Vespa Blechkultur
“Artze” Scooter Center customer from Cologne, is with his Vespa PX125 on tour through America
Here, in his Blog, You can look at the insane tour of South, Central and North America. He reports regularly, updates its travel blog and is happy about guestbook entries.
In Alaska, he needed urgent replacement parts for its original Vespa PX 125, which of course he has ordered from Scooter Center. The parts are already on the way!
Here’s my favorite photo from his blog – a tasty Kölsch on the Arctic Ocean – the best!
Cheers Jung.
Have fun, Atze and come back safe.
Today we are proud to present you a Vespa again. It´s a Vespa from our Facebook – Customshow.
This is a Vespa VBA by Bernhard Gandler from Tyrol in the Gulf – style.
Bernhard was one of the first customers of the bgm – shockers.
Great Vespa – Scooter, we love it!
Here nice to see theVespa bgm shocker bgm PRO F16.
worm’s-eye view of the Gulf – Vespa :-)
Shock absorber front -BGM PRO F16- Vespa Rally180 (VSD1T), Vespa Rally200 (VSE1T), Sprint150 (VLB1T), GT125 (VNL2T), GTR125 (VNL2T), TS125 (VNL3T), GS150 / GS3, Super, VNA, VNB, VBA, VBB, GL150 (VLA1T) -grey
bgm adjustable front shocker – 16 stage adjustment of compression damping.
- Developed as an upgrade for all Vespas with a seperate spring and damper unit with 10 inch wheels.
- Straight replacement, hence easy to fit. No modifications are necessary.
- Wide adjustment area of the compression damping. The adjustment can be used to adjust the damping speed perfectly to your riding style.
- Hard anodized CNC body.
Today we got a fantastic Lambretta scooter as participant in the Center Facebook Customhsow.
https://www.facebook.com/scootercentercom
Matt Thompson is the owner, he has built this Lambretta by himself, including painting!
Good job!
There is a cool video with the Lambretta from Matt Thompson:
[youtube] opLTkRtcnCE [/ youtube]We Love it!
We are now at over 135 attendees at our Vespa and Lambretta Facebook – Customshow.
Even today we have a scooter, we want to present you. A Vespa VL2T with spectacular suspension.
Of course, the shock BGM PRO F16 is a high-end element here – but this time he is not playing the lead role. Even more interesting is this time the OneOff – spoke rim of the Vespa. Togehter with the disc brake is a super cool thing.
bgm adjustable front shocker – 16 stage adjustment of compression damping
- Developed as an upgrade for all Vespas with a seperate spring and damper unit with 10 inch wheels.
- Straight replacement, hence easy to fit. No modifications are necessary.
- Wide adjustment area of the compression damping. The adjustment can be used to adjust the damping speed perfectly to your riding style.
- Hard anodized CNC body. [youtube]TbT3F3KYP9w[/youtube]
It is time to present a Lambretta from our Facebook – custom show.
This Lambretta Custom “Castrol” is already 20 years old – a timeless classic.
- FullBody Custom
- TS1 245ccm
- GFK Body
- 20 years old Costum from Austria (RL Costums)
Der neue Malossi 210ccm unter der Lupe
Nachdem wir uns im ersten Teil des Beitrages bereits die Überstrom-, Auslasskanäle und Steuerwinkel angeschaut haben, bleibt noch der Zylinderkopf.
Der neue Malossi 210ccm Zylinderkopf
Der Zylinderkopf ist ebenfalls von entscheidender Wichtigkeit beim Zweitakter. Durch die Ausführung der Quetschfläche und die Verdichtung kann maßgeblich Einfluß auf den Charakter des Motors genommen werden.
Das Malossi den Malossi 210ccm Sport und MHR Zylindern hier eine deutlich bessere Füllung zutraut macht sich auch im Verdichtungsverhältnis bemerkbar.
Das Brennraumvolumen
Kurz gemessen und gerechnet am Beispiel des Malossi MHR mit 57mm Hub Kurbelwelle:
Das reine Brennraumvolumen des Kopfes beträgt 25cm³.
Die Erhöhung des Kolbenbodens beträgt 3cm³
Das Volmen der Quetschkante (0,9mm) beträgt 3,3cm³
Also kommen wir zu folgender Rechnung:
Hubraum 210cm³ + Brennraum 25,3cm³ / Brennraum 25,3cm³ = Vc 9,3:1
Ein absolut brauchbarer Wert für einen schnellen Leistungsorientierten Motor.
Wir sind auf die Motoren gespannt, die mit einem zurecht gemachten Malossi Sport oder MHR Zylinder auf unserem P4 zeigen was “die Neuen” Malossi 210ccm können.
Den Malossi 210ccm Zylinder in den verschiedenen Varianten bekommst Du im Vespa Scootershop vom Scooter Center
Vespa Sidecar
Today we present a very special scooter from our Customshow:
A beautiful Hoffmann Vespa sidecar
This scooter and many more great old Vespa scooter you can find in the Scooter Center Facebook – Custom Show. The award ceremony will take place on the Scooter Center Classic Day.
Vespa sidecar at Scooter Center
When Scooter Center and side car in different designs are available for your Vespa:
Indian Cosy side car ‘Zeppelin’ for all 10″ – Vespa of models with 3-point seat admission. Those are all large frames starting from 1960, PX |PX Lusso |Rally | Sprint | T4 and similarly / identically constructed.
The side cars were fitted on the engine side (rhs). The Scooter Center offers the partly assembled Vespa side cars including screen, trunk, steering damper, seat space tarpaulin and a complete assembly set.
Detailed Pictures
Dispatch on request only, can’t be shipped to the standard rates because of weight and dimensions. Please ask at info@scooter-center.com for shipping options.
Vespa Falc Racing Loewensenf
Currently, there is the Classic Scooter Custom Show Facebook on our Facebook page.
During the custom show we want you to show here some of the classic Vespa and Lambretta scooter participating the Scooter Center Facewbook custom show:
Today: Falc Vespa Racing Loewensenf
The information of the owner is short, but meaningful:
Falc- egnine with 40,7 hp
Buy Falc Vespa Racing at Scooter Center Vespa Shop: Falc Racing
[youtube]J0VlXg2b6ew[/youtube]
Cylinder -FALC RACING 153 cc (54)- Vespa V50, PV125, ET3, PK50, PK80, PK125
153 cc Nicasil lined alloy racing cylinder kit with 60 mm bore and for 54 mm stroke. Direct reed valve inlet, 5 transfer ports, bridged exhaus port are the main technical features of this awesome kit.
The huge reed valve intake is equipped with additional Boysen Ports and a massive 6 petal reed cage.The inlet manifold that is included to the kit is equipped with a gas flow optimizing stuffer. Regardless to which Smallframe scooter the FALC Racing cylinder kit is fitted, the frame has to be altered for the large inlet manifold.
The transfer timing and area is well suited and gives tremendous torque over the complete rev range. It is not necessary, but advisable, to weld the casings for a perfect match of the transfer port.
So is the exhaust port area and timing. The stud holes for the exhaust were enlarged to get a maximum width of the exhaust port. To support the rings there is a bridge in the exhaust port.
The cylinder head was optimized for a better cooling air flow and is centralized to the barrel by a step.
Brilliant RACING cylinder that produces up to 30 hp and more.
High End Tuning mit dem Leistungen von 30 PS und mehr machbar sind!
Classic Scooter Facebook Customshow
Upload an image or video from your Vespa or Lambretta scooter and let the Facebook – user vote.
The award ceremony is on 14.09.2013 at the Scooter Center Classic Day’13 in Germany -> Cologne -> Bergheim Glessen.
You can participate with one photo or video at up to 3 scooters – each Scooter only one video or foto.
Main prizes:
- € 200 voucher
- € 150 voucher
- € 100 voucher
Scooter Center Classic Day 2013
Saturday, 09/14/2013 10:00 to 16:00
We invite you to spend with us the Classic Day for our Vespa and Lambretta – customers. Location -as always- at our Scooter Center store.
Hot from the grill and cool from the bar
There is a popular grill and the almost popular fresh chilled Kölsch and soft drinks.
Bring your scooter!
On the Scooter Center test you can test the performance and the scooter with the most power in the day to get a trophy.
Spotlight
We clean up our camp and there are many scooter parts at special prices: bargains, closeouts, B-stock. On the private market parts you can snag yourself or sell jewelry and collectibles.
Many nice people
We look forward to you and also to the great conversations with many other scooterists!
Impressions from the past:
https://blog.scooter-center.com/20-jahre-scooter-center-classic-day-saisonabschluss-2/
https://blog.scooter-center.com/20-jahre-scooter-center-classic-day-saisonabschluss/
https://blog.scooter-center.com/resumee-classic-day-2012/
bgm PRO MRB BigBox Vespa for P-range and Largeframes
The Vespa bgm PRO MRB BigBox exhaust is expected to land during this year’s summer.
The official landing should be the 2nd of September.
Because of the limited quantity of the first batch, it might be an idea to pre-order one:
Exhaust -bgm PRO BigBox- Vespa PX200, Rally200
Exhaust -bgm PRO BigBox- Vespa PX80, PX125, PX150
bgm PRO MRB Vespa P-range and Largeframe BigBox available from September onwards at your Vespa shop.
Video bgm PRO MRB Big Box Vespa exhaust:
[youtube]Zx_aw9FMsGI[/youtube]Video bgm Big Box Vespa Exhaust
Malossi has updated the famous 210 cc tuning kits. The V2008 version is superseded by two different versions of the kit. Now you do have the choice between the Sport or the MHR versions.
We already reoprted about this and now to take a closer look of what has been changed, improved and altered.
There are three part boost ports now. increased port timing areas for the transfer ports and an opened bottom of the barrel at the transfer area.
Compared to the 2008 version of the Malossi 210 kit the wider auxiliary transfer ports the area and direction was changed as well.
While the V2008 was working at a steep angle to the cylinder wall of around 60°, both new kits seem to have the angle modified for the greater pulse of the larger auxiliary ports. It flows at around 42° into the bore.
On it goes now. Now with the calliper and we check the port timings. If you thought the MHR has higher port timing readings only, is not right.
| MALOSSI 210 | Old | Sport | MHR |
| Barrel height (surface area to surface area) | 96,73 | 96,73 | 96,56 |
| Exhaust port | 33,85 | 32,85 | 32,70 |
| Transfers | 47,20 | 47,35 | 45,85 |
| Exhaust outer Ø | 44,20 | 44,45 | 44,45 |
| Exhaust inner Ø | 37,80 | 38,00 | 38,30 |
| 57mm | |||
| w/o recess of piston (MHR 0.2mm piston running out of bore) | |||
| Transfer timing | 110,7° | 109,9° | 117,1° |
| Exhaust timing | 173,3° | 177,3° | 177,1° |
| Blowdown timing | 31,3° | 33,7° | 30° |
| 60mm 1.5mm base gasket | |||
| w/o recess (MHR 0.2mm piston running out of bore) | |||
| Transfer timing | 124,4° | 123,6° | 129,9° |
| Exhaust timing | 180,9° | 184,7° | 184,5° |
| Blowdown timing | 28,25° | 30,55° | 27,3° |
| 60mm 1.5mm head gasket | |||
| measurements include MHR 0.2mm piston running out of bore | |||
| Transfer timing | 116,7° | 115,9° | 125,1° |
| Exhaust timing | 175,2° | 179° | 183,2° |
| Blowdown timing | 29,25° | 31,55° | 29,05° |
| 1.0mm piston running out of bore | |||
| Transfer timing | 119,3 | 118,6 | 126,1 |
| Exhaust timing | 177,1 | 180,9 | 181,5 |
Next week we are deepening this issue. Now I am needed to do some laps at the race scoot.
New Polini Vespa P-range crankshafts turned up
New from Polini and already arrived at Scooter Center are the P-range crankshafts.
Available are the Polini Vespa cranks in these specs:
- Vespa P200, stroke 57 mm, 110 mm con rod
- Vespa P200, stroke 60 mm, 110 mm con rod
- Vespa P125, stroke 57 mm, 105 mm con rod
En detail:
After these arrived we took a closer look. at these.
On a first sight the rotary valve inlet comes to our attention. This is heavily machined and lots of material has gone.
Then the heavy cut comes to our attention. This gives a very abrupt closing. This is good because on some other designs a build in wharf spits the fuel out . The window oppsite the rootary valve is very big to get the balancing right.
The P125 and P2 57 mm stroke are equipped with a 22 mm big end pin. While the 60 mm version comes with a 20 mm big end pin to have enough meat above the pin.
The cutaway on the rotary valve crank webdefines how long the inlet is opened. On a new P2 engine casing we had 110° before top dead centre and 75° after top dead centre.
The opening period of 185° is very sportive.
On the Px 125 it gave a 110° before top dead centre and 63° after top dead centre. The top dead centre was found with our timing degree disc.
The width of the rotary valve side wasn’t touched by Polini. And like on a original crankshaft it is 17 mm.
Polini advertises the crank as balanced to get rid of nasty vibratins, so we checked what we found here. So we check the balancing factor using the P2 crank with 57 mm stroke.
On the jig it nearly stops at 12 h.
The balancing factor can be used as an indication of how smooth the engine will run.
If you want to try and calculate a little, we have some readings for you here.
The translational part of the con rod has a weight of 60.25gr
The counter weight that need to be put on the crankshaft to make a stand still at every positioning possible is 
104,35gr
New Vespa Superstrong clutch for Vespa Smallframe
After the great response and positive feedback for the Superstrong Cosa clutch, we decided it is time to have a nice Plug&Play Smallframe clutch made. Now available in the Scooter Center Vespa store
As on the Largeframe clutch all components are CNC machined in Germany.
Features:
- Made in Germany
- more surface area for better power transmission
- better life time thanks to more material
- smooth contact pressure because of 16 bgm PRO XL clutch springs
- can be used with Vespa PK XL1 or PK XL2 clutch cover
- solid made hub with inner thread
- succesfully tested up to 30 hp +
- Plug & Play clutch, comes ready to fit
Superstrong
The hub, top and pressure plate are made from 42CrMo4. Die power transmission is done by the bgm Racing red clutch plates. The Vespa PK-XL / Vespa V50 clutch plates give more surface area to cope with power and torque. More material means better life time too..
Smooth contact pressure by 16 bgm PRO XL springs
The springs are used are the well known and established bgm Pro XL springs. Sixteen of those give a very good contact pressure and smooth to operate clutch.
Thanks to the quantity and the positioning of the springs on the highest possible radius, the clutch lever action is very good and it is easy to pull. Tilting or being putted cross wise of the two clutch pressure plates is avoided this way.
Thanks to the perfect setting of spring stifness and quantity together with the solid made top plate, the clutch can even be easily operated with the PK XL1 clutch cover.
Contact pressure of the bgm Pro XL springs and the friction coefficient of the reacing red plates are perfectly suited for powerful applications. One of the first samples was tested at our X-Mas duell engine with 30 hp.
Solid and well engineered clutch hub
The clutch hub is made for a primary drive with cushion drive. For re-assembling it has an inner thread of M28x1, so that mearly every Vespa electzronic ignition flywheel puller will do the job. Thanks to the inner thread the material around the cone is much thicker. The super strong design is completed by the lack of the woodruf key slot. One thing that never made sense on the hub and was a weak point on powerful engines forever. For fitting we recommend our clutch nut and thread lock. For taking the clutch off or renewing of the plates the bm Multitool comes in handy: BGM8819.
Plug & Play – ready to fit
Our bgm Superstrong for your Vespa Smallframe comes ready assembled with four bgm Red Racing plates, 1 mm steel plates and our bgm clutch springs.
For PK XL1 & XL2 clutch covers
The clutch pressure plate is made for the PK-XL2 pressure plate and can be used with the PK XL1 version as well as with the PK XL2 clutch cover.
Spacer are available
Depending on the tolerances and parts of engine casing, X-mas tree and clutch cover used, it might be necessary to fit a spacer between casing and clutch cover. Suited spacers for all applications are available: Spacer Set.
Passende Vespa Modelle
(PK-XL1 oder PK-XL2 Kupplungsdeckel notwendig)
- Vespa 50 PK XL2 (V5N1T)
- Vespa 50 PK XL2 HP (V5N2T)
- Vespa 50 PK SS (V5S1T)
- Vespa 50 PK XLS (V5S2T)
- Vespa 50 PK (V5X1T)
- Vespa 50 PK S (V5X2T)
- Vespa 50 PK S Lusso (V5X2T)
- Vespa 50 PK XL (V5X5T)
- Vespa 50 PK XL Rush (V5X4T)
- Vespa 50 PK N (V5X5T)
- Vespa 50 PK XL2 (V5X3T)
- Vespa 80 PK S (V8X5T)
- Vespa 125 PK (VMX1T)
- Vespa 125 PK S (VMX5T)
- Vespa 50 L (V5A1T)
- Vespa 50 N (V5A1T)
- Vespa 50 (V5A1T – 1963)
- Vespa 50 S (V5A1T – 1964)
- Vespa 50 Special (V5A2T)
- Vespa 50 Special Elestart (V5A3T)
- Vespa 50 Special (V5B1T)
- Vespa 50 Special Elestart (V5B2T)
- Vespa 50 Special (V5B3T)
- Vespa 50 Special Elestart (V5B4T)
- Vespa 50 SR (V5SS2T – 1975-)
- Vespa 90 (V9A1T)
- Vespa 125 Nuova (VMA1T)
- Vespa 125 Primavera (VMA2T)
- Vespa 125 ET3 (VMB1T)
Polini Vespa Carburetor Smallframe
Polini Motori continues the development of its CP carburetors. Innovative carburetors, where every single part has been designed, developed and produced by the company of Bergamo and it is 100% made in Italy.
The range of the Polini CP carburetors enlarges with the new models which assure an easy assembling without any modification to the original manifold. The CP Polini have a rigid connection and are dedicated to the mythic Vespa 125 primavera ET3. The connection between manifold and carburetor is rigid with clamp as the original one fitted on the Vespa 125 and they are supplied with air box with upgraded intake. Available in diameters of 19 and 21 The inlet pipe is very short and it features an exclusive concentric design and a geometry that optimizes the air flows when the gases pass through. The overflow of petrol in the atomizer has been designed to ensure correct flow dynamic at every position of the throttle valve when opens. The hole where the petrol enters and the larger needle allow the constant draft even in the most extreme conditions. The float level, completely made of plastic, and the needle seal are carefully controlled in the production department to ensure the same standard of efficiency over time. These features considerably simplify the setup of the carburetor. Thanks to the extremely sophisticated calibration, the petrol-air flows, main and low jets, have been designed to achieve the best performance with lower consumption. The compact size of the new carburetor is the result of a careful and meticulous management of the inner space and the maximum efficiency of all the components, subjected to strict controls. To ensure an easy and precise assembly on the best sellers engines and its compatibility to different filter boxes, both originals and racing, flanges with different diameters are available.
Soon available in our Vespa Scooter Shop.
Polini Vespa carburetor – 100% Made in Italy
Two new Malossi Cylinder vor Vespa 200cc
1983:
The Malossi aluminum cylinder with 68,5 mm diameter for Vespa 200 – turning point in Vespa tuning – was born. Made of Nicasil aluminum, with super light piston and 1.2 mm semi trapezoidal rings, it becomes a legend, a real must-have for all Vespa fans.
2008:
The Malossi Vespa cylinder is updated, by adding the head with hemispherical combustion chamber and central spark plug.
2013:
The cylinder, always made of Nicasil aluminum, has been completely changed concerning both main and rear ports and exhaust port as well. Exhaust port will be available in
Two versions:
– SPORT: Art. 3115618
– MHR: Art. 3115567
MHR version is different from SPORT version also due to the port map with racing features.
The perfect centering between head and cylinder is guaranteed by two centering bushes located on two stud bolts, while the o-ring ensures a perfect seal.
TECHNICAL FEATURES
ALUMINIUM CYLINDER
– Cylinders obtained by gravity die-casting in permanent steel moulds.
– Material: hardened and tempered high silicon content primary aluminium alloy.
– Machining: on numerically controlled high precision machine tools.
– Cylinder liner with silicon carbide metal-spray coating on a galvanic nickel matrix, cross-honed with passes with diamonds for very tight tolerances.
– Recalculated and increased heat exchange surfaces.
– Exhaust and transfer ports designed and tested for maximum thermodynamic performance.
– Dimensional and surface finish quality control performed according to Malossi’s internal specifications.
– Cylinder and piston selected for a fit of 0.005 mm.
– Checking of all the seals carried out.
Wir versenden klimaneutral mit DHL
