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.
It is time to present a Lambretta from our Facebook – custom show.
This Lambretta Custom “Castrol” is already 20 years old – a timeless classic.
Nachdem wir uns im ersten Teil des Beitrages bereits die Überstrom-, Auslasskanäle und Steuerwinkel angeschaut haben, bleibt noch der 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.
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
Today we present a very special scooter from our Customshow:
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.
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.
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:
The information of the owner is short, but meaningful:
Buy Falc Vespa Racing at Scooter Center Vespa Shop: Falc Racing
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:
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:
http://blog.scooter-center.com/20-jahre-scooter-center-classic-day-saisonabschluss-2/
http://blog.scooter-center.com/20-jahre-scooter-center-classic-day-saisonabschluss/
http://blog.scooter-center.com/resumee-classic-day-2012/
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
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 from Polini and already arrived at Scooter Center are the P-range crankshafts.
Available are the Polini Vespa cranks in these specs:
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
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:
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..
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.
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.
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.
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.
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.
Polini Vespa Carburetor SmallframePolini 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.
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.
Coffee, Espresso, Vespa and Italy are terms that simply belong together like the beach and the sea.
A wonderful gift idea for any Vespa- or Italy fan are the original Vespa retro cups, eg Forme of espresso cups from Italy.
Schedule vespa world days 2017.
We had already reported that the Vespa World Days 2017 will take place in Germany again. The information was still so hot that there were no further details.
The Vespa Club Celle had applied to this year’s Vespa World Days 2013 in Hasselt, Belgium, and awarded the contract for this great event in 2017. Top!
Meanwhile, the VC Celle has given more details: Date Vespa World Days 2017 is:
The exact venue has to be confirmed of course, but until then is still time. We will keep you informed here.
The Scooter Center wishes the VC Celle to date Vespa World Days 2017 now:
Drivers who want to make a picture of the VC Celle just visit the legenday Heidetreffen. The Vespa meeting will take place from 23-25th August 2013 already for the 17th time instead, i.e. a year before the Vespa World Days 2016, it could be a dress rehearsal with the 20gsten anniversary of the Celle Heath meeting.
FYI for those interested who can not imagine anything under Vespa Wolrd Days. The Vespa World Days are the successors of the Euro Vespa, the world’s largest Vespa meeting. A list of venues and the year of the event we have put together here.
So: Date Vespa World Days is 22 – 25 June 2017. Until then, we look forward to the next meeting:
2014. – Mantova, Italy
2015. – Biograd, Croatia
2016. – Arcachon, France
Another Vespa was stolen – now was a Portuguese Vespa Rally stolen.
Also this case especially tragic: after arrival of more than 2,000 km from Portugal to Belgium this valuable Vespa Rally 200 was stolen. Here the request of the Vespisti:
Share please: After a great weekend spent in the environment vespista Belgium VWD2013, the end of the event is not so good. We had the infortune to park of the gala dinner, and a Vespa Rally 200 was stolen. this vespa belongs to Antonio Rocha Vespista, one member of the Portuguese VESPINGA, we ask the cooperation of all Vespistas to see this photo, and please communicate if you have some information to tell us.
Thank You
info@vespaclubeportugal.pt
Our Vespa Seat “SCOOTER” – is an extremely slim, sporty yet comfortable seat.
The Sport Vespa seat is thanks to the sporty low seating position also used in the ESC (European Scooter Challenge).
The Scooter Center offers this this Seat from just 69.90 Euros exkl. shipping.
Die Sitzbank 7671780 für die Vespa V50 passt auf
Die Vespa Sitzbank 7671781 für die Vespa PK passt auf folgende Modelle:
Die Sitzbank 7675084 für Vespa PX passt auch auf folgende Vespa-Roller:
This Vespa Seat is extremely flat and very cheap at Scooter Center Scootershop!
