Today we had a real beauty on our Dyno. A Vespa Rally 200.
The aim of this project was to get a tractor torque engine for daily driving.
Base was a Vespa PX200 Motor, the rotary valve in the housing has been expanded for more discreet inlet angle before TDC. Crankshaft is a genuine PX200 crank with 57mm stroke.
The new 210 Polini is filled by a SI26 carb with Polini induction funnel.
Because of the Polini induction funnel the available torque in the lower rev range stands out very clearly. The same engine with a Malossi cylinder without the Polini funnel is “missing” almost 4Nm in the same rpm range!
The alloy Polini is supported by a SIP Road exhaust.
From idle speed the engine has proper torque and power.
15hp and 23Nm from 4500 U/min speak for themselves.
With a taller Primary gear the torque can be stretched and relatively high speeds can be achieved at low rpm.
Nice set-up!
It’s that time again, one of our demonstration vehicles must leave us …
Ape 50 in white, first registration 23/03/2012, 100 km on the clock.
At a special price of 3999 -. €, Full Piaggio factory warranty of 2 years.
Shipping via freight carrier within Germany for just 150 € extra possible.
The fuel supply of the Vespa Largeframe models is due to the small difference in height between the tank and the carburetor float chamber level still somewhat problematic.
If the motor is converted to another type of carburetor the float bowl sits even higher than the original SI counterpart. With petrol hungry engines, this can quickly leade to an insufficient supply, leading to a lean mixture, and this in turn in the worst case result in engine damage.
A key choke point in the fuel flow is of course the fuel tap. The original case has a flow rate of nearly 300ml/min. This would of course be sufficient even for the most powerful engine. A consumption of 300ml/min equals to 18 litres an hour.
VIDEO
With the PX, Rally, Sprint, and similar design models, it is more likly speaking of a minimization of flow resistance in order to always have a high pressure to the carburetor. We did a test in order to illustrate the flow rate of an experimental setup with three different fuel taps. The result was quite clear.
The golden rule was for motors, which are much stronger than the original engine, at least 400ml/min are desirable as flow rate.
Our new Faster flow fuel tap not only doubled that amount, he lays 100ml/min on top of that! Thus he has double the flow rate of a conventional fast flow fuel tap and an incredible three times the amount compared to an original one!
This makes it an ideal addition to all the powerful setups and provides a secure base to supply gasoline to prevent problems in the beginning.
The fuel valve is available in two variants:
Finally the new Qattrini C1 Smallframe Engine Casings are available.
For all tuning scooterists out there a must-have.
In the past few years the Smallframe tuning become more and more versile.
Smallframe engines with more than 40hp are no longer unique nowadays. The original Piaggio engine casings were produced for power around 10hp. The power given through cylinder kits like Parmakit, Falc or Qattrini are just too much for the original casings.
Quattrini has met demands and developed a very sophisticated engine housing..
We are going to show you the new features below.
The first eye-catching feature is the adapter for a mechanical water pump to install water-cooled cylinders.
If you make use of the classical forced air cooling, Quattrini also included an aluminum plug to close the bore of the pump.
The area around the floating ports and the cylinder base is made considerably more massive in order to prevent casing failure or cracks.
Quattrini already spindled the cylinder base to 64.8 mm diameter and 17.5 mm deep.
Including a range up to 21mm deep, which is suitable for the original spindled cylinder base diameter.
The area around the engine mount is adjusted so that you can use Tyres in the dimension of 3.50×10.
To compensate the weakening of the engine mount through the heel, this was reinforced with 4 solid ribs.
The two housing halves are connected with two centre pins and M6 screws, which will prevent the mounting with separate nuts. Because of the cast membrane and the lack of box centered on the crankcase cover gasket also eliminates the paper based engine seal. Common practice today is to use sealant in order to put the engine together sealant. We recommend from experience Dirko HT.
Condition as supplied to customers the casings are ready to use with direct intake cylinders. Additionally Quattrini also designed a box for all friends of membrane intake.
The connection to the crankcase must be machined if required, however, on its own power out.
Unfortunately, until now it is not absolutely clear which membrane can be used.
Therefore, we have already taken care of a solution and started to adjust aRD350 and V-Force³ Membrane.
Regarding the gear shift Quattrini stayed with the good old 2 cable technique.
The heart of the whole new design is based on the 48mm broadend crank shaft with 51mm rod.
This measure ensures that the press dimension of crank pin increases significantly
and the crankshaft is turning resistance in terms of not to being twisted.
The high quality 102mm conrod round off the overall good impression. The dimension of the center crankshaft bearing and cylinder base sealing is 69mm and is thus provided for the use of 102mm connecting rod.
As crankshaft bearings we are using 6304TN9C4 on both sides.
It is also conceivable to mount a NU205 on the generator side, but we do not recommend it.
The crankcase is additionally sealed with 2 oil seals from both sides with the dimensions 20x35x7. Here we can offer youseals in good old FPM-Quality.
Depending on the ignition used for this engine, a whole for the cable set must be made in the dynamo casing.
The air channel has been changed already for the use of Race Exhaust.
After the spectacular performance of the Quattrini engine casings at the start of the ESC season in Mirecourt, we are curious to see who is using them first.
The new Vespa & Lambretta calendar 2013 is now available in our shop. Outstanding and picturesque motives by Christoph Gabler. We will include the current 2012 version with all orders of the new calendar. Get one now.
Last Saturday we started a tour to the Classic Scooter Museum in Kaub near Koblenz Germany. This small family run museum is one of a kind. The Krüger Family sold spare parts back in the days and were well known for their certificates needed for MOT to legalise a tuning cylinder etc.
We started at our shop in Glessen near Cologne and our first stop was in Euskirchen to meet some scooterists from the local club. Together we went down to the river Rhine where we took the ferry to cross the river. A really old school way of transport. From there we headed to our meeting point at the Castle in Ehrenbreitstein near Koblenz just opposite the “Deutsches Eck” (German corner).
From here the tour went along the Rhine. A really picturesque route passing by the Loreley until we reached the museum in Kaub. At the moment there are around 120 classic scooters from 15 countries in the exhibition. Definitely worth a visit.
It was a great and long tour. Nearly 400 kilometres on the clock made this day very special. There should be more days like this.
We did select our top gear in order to get our test bike ready for the EuroLambretta. It was a really exciting project and the results are outstanding.
The test bike engine had 22.5 hp on our dyno with our bgm plug & play tuning. We use Indian 200cc casings with bgm MRB RT 225 barrel, bgm PRO 60/110 crank, 30mm PWK carb, MRB RaceTour clutch and hopefully the first sample of the upcoming bgm MRB Clubman exhaust. Does anyone fancy booking a test ride already?
The chassis with our bgm PRO shock absorber are putting an end to bumpy rides. Incredible technique can be found in this Lambretta. Worth a try.
We did have some massive problems with our online shop in the last days. Finally everything is back on track now. Nevertheless we want to offer our customers free delivery within Germany and Austria. And everyone coming into our shop today and tomorrow will get 10% discount on all items in stock.
Have a good weekend everyone.
Ein schönes langes Pfingstwochenende wünscht das Team vom Scooter Center.
The Scooter Center team was en route again. This time a visit to the Scootentole Challenge at the Mirecourt race track was planned.
With the SCK Racer and the Silver Fern we were off. First stop was made at the legendary Nürburgring. We watched a bit of the 24 hour race and then set off again via the Belgian Ardennes towards France.
When we arrived at the race track in Mirecourt we started to set up our base. We met old and new friends and were happy to be among like-minded people.
Thursday and Friday, we could watch the practice sessions during perfect weather. On Saturday it got serious with the qualifying and the race. A rollercoaster of emotions but especially the weather did not make it easy for the drivers and their teams. Sudden heavy rain made ??the race for some a real torture to find the right setup.
This thrilling race came to an end in the early Saturday evening. Official rankings as follows:
C1: 1. Uberto Parravicini, 2. Jonas Brüster, 3. Julien Desnuelle
C2S: 1. Romain Baguet, 2. Maxime Dias, 3. Martin Raube
C2L: 1. Thomas Lenkeit, 2. Steffen Biedermann, 3. Toni Fattorusso
C3: 1. Cristian Mazelli, 2. Alberto Costa, 3. Marco Büttner
C4: 1. Mauro Murgia, 2. Guillaume Bordas, 3. Jean-Luc Nobleaux
Sunday we went back via Luxembourg to Aachen and then continued towards Scooter Center. A successful weekend was coming to an end. We look forward to our next tour.
The SCK GSF Endurance Racing Team with only top-class riders from the ESC was driving for Scooter Center at the 24h race in Zaragoza. The driver line-up consisting of Andreas Putz, Robert Leibfarth, Christian tile, Jens Fischer, Michael Betz and team manager Andreas Bayer already demonstrated last year with third overall and second in their class position their capability. The fact that this very good result can be increased again was not expected by anyone considering that there were 59 teams starting this year.
In the qualifying, the first place could be secured, which was also expanded in the early hours of the race. However, this came to an abrupt end when, after 2.5 hours a Vespatronic flywheel broke, which also affected the specially adapted stator plate for the xenon light. In record time a new stator plate was adjusted and mounted, but this resulted in rank 45. Equipped with an unbroken motivation, the team struggled with superior lap times to the front again.
Than 5 hours after the start of the race, the podium was within reach again, but the next unwanted stop came as well: The brakes were not copying with our extreme pace, even the brake caliper was damaged beyond repair. After installing the replacement brake however, still only at # 32 again, so the chase began again. Unpredicted stops were repeated several times, there was an oil loss at the rear, a less switching nipples, 2 broken flywheel covers, a missing tail light, a loose coupling lever screw, a penalty of two laps because of a violation and a scheduled pit stop with tire and brake pad change too.
After daybreak, all these time consuming service stops could be compensated by our fast drivers, so the team was constantly at # 1 in the last hours of the race. However, it was clear to all that the last existing lead of 15 laps could be taken away quickly due to another major defect. Thus, the tension was at its peak when the team observed that the pilot stopped short before the finish off the track and went no further! The seat was folded up, the side panel was opened, and everyone was asking what has now gone wrong again? In the end, it was the third flywheel cover which was already damaging the ignition again and this caused again 10 penalty laps for lost parts on the racetrack. The pilot dumped the completely destroyed cover and drove the remaining minutes without forced cooling…. which was successful in the end! After 24 hours, 926 laps and 1574 km race time, the team had set the fastest lap time, won a class victory in the Proto class Smallframe and also the overall winner across all categories! This resulted in not really easy to be transported huge cups and an extensive champagne shower from … happy times!
Here again, many thanks to all who supported us with spare parts and a helping hand! A big compliment to the race organization which organized this race perfectly. And last but not least, many thanks to the team that held together despite all odds and always great team spirit in any situation with an absolute will to win the race!
Muchas gracias, we’ll see you next year!
Brief report from Zaragoza:
Team Germay / Scooter Center team has cleared powerful in Zaragosa. Here, the 1st Place in the standings and in the class standings (small frame) have been achieved. In addition, our team drove the fastest lap during the 24 hours from Zaragoza. More info and pictures will follow shortly.
Since Sunday Julia and Robert from Scooter Center / DART Racing Team are on their road trip to the 24h race in Barcelona, Spain.
The SCK Racer, 3 alternate engines and nearly the whole SCK workshop are on route to Spain. 1600 kilometres to go. The rest of the team, Alex, Torsten, Dennis, Mathias and Andy will take the plane on Wednesday.
Robert and Julia will take it easy and planned 4 days for their 1600km road trip. But let’s see what happened so far. A picture tells more than 1.000 words:
The European Scooter Challenge (ESC) is just about to start. New engines and new scooters will be seen across the race tracks in Germany, France, Austria and Hungary.
We just had a typical K1 engine on our test rig recently which we tested for its performance and functioning.
According to the ESC rules, the stroke is limited to 51mm. Therefore, a bgm crankshaft with 51mm stroke and 105mm rod is used.
The engine is running on a Polini Evo cylinder with 2 flaps 0.35mm carbon material converted Polini membrane and a Strohspeed intake socket. A 33 Keihin carburetor is injecting the 2stroke petrol. In order to keep the crankcase clean, the air is sucked through a Marchald air filter. The outstanding air flow rate of Marchald filters and the resulting low power dissipation make this road-proven filter very interesting for racing engines.
A Vespatronic ignition set at 24°-16° BTDC makes it smooth.
The K1 engine is fitted with a Franz exhaust. Good torque values and moderate revs make this exhaust interesting for the round circuits.
The gerated power is currently supported by a XL2 clutch in combination with a DRT auxiliary shaft. More on this later. Now let’s discuss the test rig curve:
All in all it is a typical Franz engine. Frequency range starts between 5500 and 6000 rev/min, peak at 9000 rev/min.
11hp at 6000rev/min uphill makes this setup really nice to drive.
With more than 20hp from 7300 to 9700 rev/min it is possible to drive within the power band due to the DRT auxiliary shaft.
Now come the crucial point, the clutch is not the best choice for this power range. Nearly 20NM are showing us the limits of a XL2 clutch. So we have to reopen the casings and insert a Hartz4 clutch.
Maybe this will change something regarding power and torque.
Even if a non-slip clutch does not increase any further, then at least the wear out is halted. A slipping clutch won’t last many laps on the racing track. Even on the road this circumstance can lead to consequential damages.
Maybe we will find enough time to make a Portmap of the cylinder. Let’s see.
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