Calliper for ignition adjustments -CMD The Whale V-Duo- Vespa largeframe and smallframe

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New tool for ignition adjustments of a Vespa

The calliper by CMD allows adjusting the ignition of your Vespa in only a few steps. Messschieber für Zündungseinstellung -CMD The Whale V-Duo- Vespa Largeframe und Smallframe

We closely cooperate with CMD. Therefore we suggested to design the current version of the Whale with adjustable tips, because it always took a little while to exchange the tips of the calliper.

Now you can adjust this great tool to almost any possible combination of engine casing and flywheel. Der Wal CMDTW0010 010

Adjustable tips of the calliper for any Vespa engine

Due to adjustable tips it is now possible, to quickly adapt the calliper to various conditions.

BUY HERE

Suitable for Vespa smallframe (PK, V50, Primavera) and largeframe, (PX, Rally, Sprint, VNB,…)

Be it an e-start flywheel of a PX

Der Wal CMDTW0010 002

or the other extreme; a milled flywheel of a PK with an e-start engine casing – Der Wal CMDTW0010 006

The new, adjustable tips of the calliper perfectly suit this cause. Der Wal CMDTW0010 011

BUY HERE
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Pinasco Vespa tube tubeless

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

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Tubeless Vespa rims

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

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.

Felge Pinasco KBA 264

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

 

Felge Pinasco KBA 254

Colours Vespa alloy rims

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

Pinasco Rim 001

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.

Felge Pinasco KBA 294

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

Felge Pinasco KBA 262

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.

Felge Pinasco KBA 260

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.

LML Rahmen

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.

 

Felge Pinasco KBA 302

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.

Toptul Inbus

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

BGM8803

 

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

 

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New LML frame instead of only a new paint

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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

Vespa LML Rahmen frame NEW

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.

lml-frame-21

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:

  1. Frame (with internal fastener)
  2. Two side panels (internal fastener)
  3. Rear fender
  4. Toolbox with flap
  5. Horn cover
  6. Lower part of the handlebar cover (with support either for drum brake or for disc brake)
  7. Upper part of the handlebar cover
  8. 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:

  1. Frame
  2. Two side panels
  3. Rear fender (Star)
  4. Tool box with lid
  5. Horn cover
  6. Lower part of the handlebar cover
  7. Upper part of the handlebar cover
  8. Speedo bezel (not painted)
  9. Handlebar
  10. 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). Vespa lml Frame Rahmen Set Kit

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.

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Short fourth gear for Vespa PX and PX EFL

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Better gear ratio with a short 4th gear

Kurzer vierter Gang Vespa PX

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. BGM6536L

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. 24_64 graph

24_64 tab

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

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Primary reduction BGM PRO Vespa Largeframe

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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.

BGM6565 (2)

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. BGM8099D

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.BGM0195F44

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.BGM6536L

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. 24_64 graph

24_64 tab

**(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.

 

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

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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. VW Bus mit Vespa und Lambretta in Italien-sc

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 vespa lambretta italien-sc

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. vespa Primavera ET3 italien

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. Scooter Center Italia

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:

  1. The most ugly Lambretta in the universe
  2. The most beautiful Vespa on earth

…to be continued

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Vespa transmission shimming – really easy – instructions

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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.

vespa-getriebe-distanzieren-fuehlerlehre

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.

BGM6020 004

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.

BGM6020 015

Therefore it is wise to first of all place the necessary shim behind the fourth gear. BGM6020 002

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”. BGM6020 006

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.

BGM6020 019

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
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Shock absorbers for Vespa with TÜV/homologation now available

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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.

bgm-vespa-suspension

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
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Vespa rims stainless steel superdeal

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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:

edelstahl vespa-felgen rabatt

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-)

 

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

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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:

PRO FASTER FLOW SI Vergaser

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.

 

FasterFlow float hole

 

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

 

SI FasterFlow float valve

 

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

 

SI FasterFlow 029

 

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.

 

SI FasterFlow 042

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.

SI FasterFlow 040

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.

SI FasterFlow 041

 

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

faster flow benzinhahn vespa

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

 

 

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Details for the Polini 221ccm Vespa PX tuning kit for 60 mm stroke cranks

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We had a closer look at the new Malossi Sport and MHR cylinder kits earlier. Now we check the new Polini 221 cc cylinder kit that is supossed to be used with 60 mm stroke crankshafts.

The cylinder head ist the one that is used on the Polini 210 cc as well. So let us have a look at the compression ratio of the head that is used with both kits.

Once the long threaded spark is fitted the head is tight enough for it’s closer inspection. To have our Plexiglas high tech measurement equioment sealed properly too with put a little bit grease on the head’s gasket surface.

Zylinderkopf Polini221

With Plexiglas plate attached we fill up the combustion chamber with oil to get the volume of the combustion chamber.

Zylinderkopf Polini221_2

With 25 ml putted into it, we have a 25 cc combustion chamber volume.

To get the complete combustion chamber volume (Vc) we need the volume of the curved piston dome. With a freely selected recess of the piston we can calculate the volume above the piston. We have the piston recessed by 6 mm here.

kolbenboden polini221

6.85 x 6.85 x 0.785 x 0.6 = 22.1 cc is the Volume of this area.

Sealed with grease and filled up with a light oil we see 14.6 ml (= 14.6 cc). So we have 22.1-14.6=7.5 cc for the volume of the piston dome.

To get the show complete we know need to have a look at the squis area volume. This needs to be measured at the engine with the parts like crank, barrel, piston and head mounted. We measure a 2.2 mm squish clearance. This gives a volume of 8.1 cc.

So we have a combustion chamber volume of:

Cylinder head 25 cc

+Squish clearance 8,1cc

-piston dome 7,5cc

=25,6cc

This gives a compression ratio ? of

Cylinder 221 cc + combustion chamber area 25,6 cc / combustion chamber volume 25,6 cc

= 246,6ccm /25,6ccm

?=9,63

So slightly higher compression ratio then the Malossi with ?=9,3 (on a 57 mm stroke engine!)

This is the Polini 221 engine of a customer.

Polini 221cc, Kurbelwelle Polini 60mm stroke, Dellorto PHBH 28, Polini inlet manifold for rotary valve and with our bgm BigBox. With a standard base gasket there are port timings of 120°/170°. All details are written in the diagramm.

Polini221

This is a Plug & Play engine with no further porting. And one has to admit that 26 Nm of torque are lots. Especially if they are so low down in the power band.

At 4.000 rpm we have 20 Nm this is double the torque a standard P2 engine has at peak.

Depending on the preferred riding style and for what the scooter should be used too, a taller gear ratio makes sense to not over-rev the engine all the time. The very well balanced and smooth running Polini crankshaft is a perfect companion for travelling as well as street racing…

This engine setup and a longer gear ratio should give an engine that should sit for long distance travells easily at 120 km/h. Here **as an example with an original gearbox, compared to our bgm bgm Superstrong clutch with DRT sprocket with one tooth more and the original primary drive of the P2 with 65 teeth.

PX200 24_65

With 20 hp at 7.000 rpm it should be easy to do the often quoted 120 km/h mark.

** The”GearCalc” calculator was given to use from GSF member Motorhead. Cheers!

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Vespa Auspuff Exhaust bgm PRO MB Big Box Prototype

MB & bgm Vespa Big Box exhaust – Update

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Vespa exhaust bgm PRO

Our exhaust manufacturer has delivered the first samples made after the sample developed by Mark Broadhurst. We received samples for the P2 as well as for the 125 and 150 P-range engines.

First sight: Well done! Optics and machining as desired. Thick, massive made, shape of the U-bend spot on and the measurements of the exhaust bushing is right too.

If it proofs itself at the dyno, the manufacturer could start. An a delivery date within this year could easily been done.

For testing we had this engines:

All dyno runs were done on proper warmed up engines. The comparsion is against the exhausts already fitted to each scooter and against SIP Road exhaust.

Nearly all scooters were used on the road afterwards to see the changes done to the power characteristics in the real world too. And all the riders were happy how the engines transformed and were much faster and easier to ride.

Upshot: Production can be started!

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Zylinder Polini 221 Alu Vespa PX200

Polini Aluminium cylinder with 221cc for Vespa PX200

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Polinis project to launch the well known 210cc aluminum cylinder for the PX as a long-stroke version (as reported), is finally in the last steps.

Zylinder Polini 221 Alu Vespa PX200The new cylinder, which is presumably similar to the existing 210cc cylinder (but with a long aluminium bore), will be available with a special cylinder head to fit the stroke of 60mm. For further details such as steering angle, compression and performance data we will keep you posted as these information are not known yet.

The cylinder head will also be available separately. According to Polini this head will also fit the existing aluminium and cast iron versions with standard stroke. We will see how this is achieved and what head will look like.

The performance of the current 57mm stroke alu version can be found in our earlier blog reports here:

Polini 210 Alu Plug & Play

Polini 210 with conversion

A special self-made long-stroke version has been tested here:

Polini 230cc

We expect that the new version will have an even broader performance than the 210cc variant, as the angle bound will automatically grow through the use of a 60mm stroke crankshaft. This would certainly result in an engine concept for everyday use with lots of torque from low engine speeds, a strong middle performance and a sufficient rotatory power for the highway. All without the balancing act of the old thermal cast iron version.

Polini will also offer an own designed crankshaft for this cylinder kit:

Kurbelwelle Polini PX200 60mm Hub für Alu Zylinder 221ccmPolini speaks of a well balanced shaft. Here again, we will post all further information as soon as we receive it and have verified it ourselves .. The suggested retail price of Polini is around 290Euro

The cylinder will of course also run on any 60mm stroke crank. A high quality and significantly less expensive alternative is our bgm PRO crankshaft which has been proven in quite a few very powerful engines

Kurbelwelle PX200 Lagnhub 60mm BGM pro

With a selling price of 179,99 € our bgm crank it will be much cheaper than the polini version but regarding quality it will be similar and has proven its power already in many existing setups.

Conclusion: Polini makes again a big step forward regarding its leadership in terms of product innovations in the kickstart scooter market. While rival Malossi currently limits their ideas to changing names of already existing products, Polini shows what they can provide with a little more courage and innovative spirit.

The selling price of the new cylinder will be a slightly higher than the current 210cc cylinder as the head will be included in the new kit.

Cylinder and shaft together will offer a strong Touring Package that will probably have around 20hp.
What do you need more?

Surely one of the loveliest invention for the PX200 since our BGM Superstrong Cosa clutch…

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Polini 210 on our P4 dyno

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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!

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FINALLY THERE! – SCK Ancillotti for P range Vespas

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We just received the SCK Ancillotti for the Vespa P-range from Italy!

From tomorrow on you can order this beauty at www.scooter-center.com or by phone or by email!

Defintley the No. 1 on every PX rider’s wishlist.

Available for Vintage Vespa scooters as well. All Made In Italy and not just that all are hand crafted!

Pictures with fitted seat klick: HERE!

 

Sitzbank -SCK Ancillotti- Vespa V50, PV 125, ET

 

Sitzbank -SCK Ancillotti- Vespa Sprint, TS, GT, GTR, GL, Super, VNA, VNB, VBA, VBB

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Alloy Polini 230 cc Big Bore Vespa P200

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As mentioned earlierPolini is going to release the alloy barrelfor the 200cc casings for long stroked engines later next year. The Polini 210cc alloy kit can be used with a 60mm stroke crankshaft, but you are limited in doing so because of different reasons. The kit contains a oiston with the top ring in L-shape. This type of piston rings runs to the top of the piston.

 

If you are going to use a longer stroked crankshaft e.g. 60mm instead of 57mm the 3mm longer stroke needs to be equaled in one way or another…

With the piston running 1.5mm in each direction (top and bottom dead centre) the barrel needs to be 1.5mm longer. Normally this is equaled by a base or head gasket.

With a two stroke engines power determined by the port timings, this can cause headaches or been seen as the perfect way to get the tune on barrels sorted to one’s needs. With the port timings as a trigonometric function the transfer timings are altered above average. The timings of the transfers and exhaust should always be in a certain level to work properly.

With the Polini as it comes you can use a base gasket only to equal the stroke. With a head gasket the L-type piston ring could cause trouble by running at least partially out of the bore. Is a base gasket used the port timings are raised about average and the blow down timing is affected heavily. Limiting the power up the rev range.

To achieve the good and torquey power output that the new Polini kit has out of the box, a head gasket is recommended to for te right timings. But there is the L-ring prob…

Facts…

Out of the box the new Polini has port timings of 123° transfers to 171°exhaust timing with the 57mm crankshaft. One of the best kits out of the box for touring and good power low down.

If you are going to fit the kit with a 60mm crankshaft and simply use a 1.5mm base gasket the port timings are changed to around 135°/179°.

If you are looking at the bow down timing only it is changed from 24° to 22° only. If you look at the 22° this would be still okay for a broad power curve. But if you have a look at the changes of te port timings the 135° transfer timings is far away for a road going engine. This crap design can be used with an exhaust based on the original design to make it work. So a Sito Plus or SIP Road would be the ones to go for.

230cc???
One of our customers (Thomas aka schoeni230) had a full go on the Polini alloy barrel subject. He is using it with a custom made 62.5mm crankshaft.

With a special piston instead of the standard Polini L-ring item the problem with the L-ring running out of the bore is cured.

This piston makes it possible to have the piston running out of the bore to a cretain degree:

 

 

 

 

 

 

 

This way a 0.4mm base gasket was sufficient to get everything right. Even with the longer stroke of 5.5mm the port timings were nearly in a reasonable area.
With ~133°/179° and a special cylinder head to cover the longer stroke the engines runs pretty well with a exhaust based on the PEP Big Bore design. The high torque and a really broad power band makes it a really good Rally going engine with hight top speed under every circumstance. And the top power output is -with the design of the exhaust in mind- stunning as well.

The carb used is a 35mm Keihin PWK with a Scooter & Service Reed Manifold (with V-Force Reeds). The ignition is one of the Vespatronic ones.

The barrel is nearly untouched. The exhaust port was altered only. The width and height were slightly enlarged.

UPSHOT:

Even with the port timings on the strange side, the engine should be best of all worlds and really catches one’s demands for a strong road going engine. With more than 20hp beyond the 9k rev mark.

One weak point for sure is the piston running out of the bore. Giving alignment issues of head to bore and the thermal thing at the sides of the piston are an issue as well.

The upcoming Polini for the 60mm crankshaft should be a massive step to built one of these dream engines without the need to cut so much corners.

If you are fancy this NOW, contact us. We are happy to give you advice how to built a similar engine with the 60mm crankshaft.


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