Archive for category: Vespa

Quattrini M244 king shaft - the super tourer in the first expansion stage "Plug & Play" M244_1

This is part 2 of this Quattrini M244 - Series. In this first construction stage, M244_1, we have the M244 without any further changes, only with spacers on the cylinder head and the cylinder base our engine eingerichtet.

We have entered the resulting control angles in the list for the test plan.

In terms of design, this setup is in the middle of the range of expansion stages.

 

TEST POLINI BOX

First we send the all-purpose weapon from Polini into the race.

Test bench diagram POLINI BOX exhaust on Quattrini as PDF: M244_1_POLINI

The result is quite clear. Already at 4000rpm there are 15 HP and 26Nm on the rear wheel.

The maximum values ​​are 30.5PS at 6500rpm and 34.4Nm at 5900rpm.
Even at 9500rpm there are still 22PS on the rear wheel. This constellation already calls for a longer primary translation.

 

TEST FALKR ELRON

The next test subject comes from FalkR and listen to the name Elron's.

Test bench diagram FALKR ELRON exhaust on Quattrini as PDF: M244_1_ELRON

With regard to the maximum values, the Elron ranks as real resonance exhaust already above the Polini Box. But the tide is turning only beyond the 6500rpm in favor of the Elron. In the range before 6500 rpm, the Polini Box has the lead here. After passing the 6500rpm mark, the Elron gains significantly and is above the Polini Box up to the end of revs beyond the 10500rpm.

 

TEST JL PERFORMANCE

Another old friend is that JL performance.

Test bench diagram JL-PERFORMANCE exhaust on Quattrini as PDF: M244_1_JL_LH

The somewhat outdated concept of the JL still delivers reliable values ​​today. The JL does not cope with the first stage of the engine quite as well as the Elron. With 31PS at 8200rpm, that's something like suffering at a high level. The rather gentle entry and a good performance of 16PS at 4000rpm make the JL a very drivable exhaust with a good start in Reso optics.

 

 

TEST NEWLINE SCOOTER & SERVICE

The Newline exhaust from Scooter & Service is with us in Scooter Center Shop .

Test bench diagram NEWLINE exhaust on Quattrini as PDF: M244_1_NEW_LINE

The new line from Scooters and Service from Hamburg already delivers its maximum power of 6300PS at 32rpm. Even if the playing field doesn't quite fit the Newline, which would like to see a little more steering angle, the manual work from Hamburg delivers a remarkable 6000Nm already at 36rpm. The torque beast in this expansion stage

 

TEST POSCH PERFORMANCE NESSIE

As the first representative of the "Performance" department, we let Nessie from Posch Performance work on the M244.

Test bench diagram NESSIE - POSCH exhaust on Quattrini as PDF: M244_1_POSCH_NESSIE

Until just before 6500rpm, the world is pretty fine for the Nessie. Then the curve takes a course that suggests that the Nessie would like to see significantly more outlet angles.

Nevertheless, the Nessie with 34.8Nm at approx. 6000 rpm can be counted among the clearly high-torque systems.

 

 

TEST POSCH PERFORMANCE RACING RESI

Of course we also tested the Racing Resi from Posch Performance.

Test bench diagram RACING RESI- POSCH exhaust on Quattrini as PDF: M244_1_POSCH_RAC_RESI

The Racing Resi from the same manufacturer runs very similar to the Nessie and also requires more ventilation over longer control angles. With almost 35Nm at 6100rpm, the Resi is also well ahead in the league of absolute torque animals.

 

TEST LAKERS KINGWAVE

The Lakers as a thoroughbred racing exhaust, stands well in the feed despite the high performance and engine speeds to be expected with the low control angles.

Test bench diagram KINGWELLE LAKERS exhaust on Quattrini as PDF: M244_1_LAKERS

With almost 36PS at 7700rpm, it is the front runner in terms of performance in this expansion stage.
In the later expansion stages, when higher control angles and a wider outlet come into play, this exhaust can probably live out much better.

 

Overview test run 1 Quattrini M244 exhaust systems

Quattrini cylinder M244 in the first construction stage, M244_1 "Plug & Play" without further changes only with spacers on the cylinder head and on the cylinder base on the Malossi engine and Kingshaft crankshaft adapted.

 

Be curious to see how the second expansion stage will continue ...

Vespa Quattrini M244 engine 252ccm - from super tourers to top racers

The story of the Quattrini cylinder

Towards the end of 2015, rumors grew that Max Quatrini launches a potent cylinder for the PX200.

The time has come at the beginning of 2016. The M232 and the big brother M244 are available on the market.

A construction that took some getting used to seemed to follow the concept, a cylinder with a maximum bore of 72mm in the M244 and without a supporting cylinder base.

Due to the design of the crankshaft by Quattrini, with a connecting rod of 126mm, which is rather long for the Vespa engines, the piston does not work so deep in the engine housing and therefore does not need a long, classic cylinder base.

Today, in 2021, the cylinder is enjoying increasing popularity due to its very high torque values ​​and the smooth-running design thanks to the long connecting rod of the Quattrini crankshaft.

Reason enough for us to build an engine with it and play through many possible scenarios for you and see what comes out of it. We have tested exhaust systems and carburettors for you in various stages of expansion.

In the delivery note attached here for our technology department, you will find all the components that we have used for this engine and that, in our opinion, function permanently with this concept.

200 test runs on our test bench

In total, we have over 200 test runs with the Quattrini M244 Completed on our P4 test bench with various engine expansion stages. We have more than 50km measured runs documented and almost 20 liters of fuel burned.
We would like to share the experiences gained from this test with you in this blog series.

 

 

To select the parts:

The expected high torques of the M244 speak in any case for a reinforced motor housing.

The experience from many kilometers on the road with our own scooters has taught us that engines in the range from 22 to 25 HP can be implemented as "durable" in conjunction with a Piaggio engine housing.

Our M244 Quattrini cylinder but should be expanded a bit in the course of the test. This is why the choice here is a motor housing from Malossi with membrane inlet.

A pair of Displacement of over 220ccm at erhigher engine speed, can no longer be supplied with sufficient fresh gas via a classic rotary valve on the narrow Vespa crankshaft. That's why we choose this Malossi motor housing with membrane control .

To make the fuel mixture we have one Polini 30mm carburetor used. In this experiment he stands for one Carburettor with 30mm bore. In the course of the tests, we also tried a PHBH30 in a counter-test. We will present the result of this in the following part of this blog series.

On the topic crankshaft we trust king wave. Here we find exactly what we are looking for to build a high-torque, smooth-running and durable engine.

The choice falls on one king wave with 62mm stroke and 128mm connecting rod. Due to the 2mm longer connecting rod and increased stroke, we have the opportunity to work with the control angles by moving the cylinder using spacers on the cylinder head and the cylinder base in the stroke direction. The longer connecting rod in connection with the weighty crankshaft also brings a significant plus in smoothness.

The stroke of 62mm results Cubic capacity 252,4ccm - already very promising to build a torque-oriented engine.

The ignition should keep our tourer running smoothly, so we chose the one here bgm ignition with the PX pole wheel with a mass of 2300g.

The performance of the 252ccm unit is controlled by a bgm superstrong Clutch, the bgm primary 25-62 and one bgm Transmission with the graduation 12-13-17-20 passed on to the rear wheel. The short, fourth gear on the auxiliary shaft keeps the most frequently used gear more stable. With one tooth less in fourth gear, the teeth become significantly wider in the tooth base and thus offer a significantly higher load capacity than the variant with a gear wheel with one more tooth.

 

Concept and test plan

The requirement for the test setup is that we work from a rather good-natured touring design to a sporty design. Just to be able to depict a section through the possible variants. As a starting point for the test series, we set a basis with small control angles in order to be able to test as many sensible variants as possible later

To determine a starting point, the crankshaft is mounted with bearing dummies and the cylinder is attached to determine the control angle.

Based on this initial data, we can consider to what extent we can sensibly set up the cylinder with spacers and work on the outlet in later stages of expansion.

After measuring back and forth a bit, we decide to start from the middle position of the control angle with one Transfer angle of 124 ° and a Outlet angle of 177 °.

 

 

 

Assembling the engine

Dream team: Malossi | bgm PRO | Kingwelle | Quattrini

The factory new Malossi motor housing will be finished by king wave for the crankshaft with 62mm stroke and the enlarged diameter of the crank webs with 99,4mm. The bearing seat for the bearing on the alternator side is also checked and reworked in individual cases, as the bearing seat is manufactured by Malossi with a very tight tolerance.

We also offer the completely machined housing with a high-quality crankshaft from Kingwelle as a set. We use the set for this engine KWM46228.

The one attached by Malossi Bearing Kingwelle does not recommend 6205 for the alternator side. We follow Kingwelle's recommendation and use a here NU205.

Before inserting the bearings, we process the motor housing and adapt the cylinder and the overcurrent ducts to each other. On a Piaggio engine case, this tends to degenerate into an evening event. The Malossi housing is already designed for the channels of the Malossi Sport and MHR cylinders and requires little rework for the Quattrini M244. Most of the work goes into removing the sealing surface on the cylinder base, which allows the M244 to be used on Piaggio engine housings.

Adjusting the transfer channels to the motor housing is done quite easily. The cylinder base seal shows how little needs to be adjusted here.

All bearings are traditionally used by shrinking in order to avoid damage to the bearing seats by simply pulling in the bearings. The shrinking or cold / warm process offers the advantage that no mechanical stress acts on the surface of the bearing seats and the seat is not widened as a result.

 

Wandering Malossi engine cases

Another peculiarity of the Malossi motor housing is that the supplied original silent rubbers are too narrow for the motor housing. Or rather, here Malossi has simply oriented the seats for the silent rubbers deeper in the housing than was originally the case. This allows the motor housing to move over the silent rubbers in the direction of the frame.

We have been here with one quite a while ago Spacer set BGM7952SP A remedy was created for the silent rubbers and thus ensured a secure fit of the silent rubbers in the correct position.

The gear

The M244 with a 62mm stroke of the king shaft brought to 252ccm, will transfer a lot of torque to the rear wheel. A guarantee to achieve a high cruising speed at a reduced speed. That enables the primary. Starting from a massive and early onset of torque mountain, the primary can be selected to be long or even very long. With 25 to 62 teeth, we use the longest primary offered by bgm. The reinforced primary repair kit from bgm creates a durable primary drive.

Shift pins and crossbar are included threadlocking assembled.

The bgm secondary gear is set with the smallest possible clearance with the bgm shoulder rings.

Assemble the Malossi motor housing

Further adjustments to the motor housing are no longer necessary and all other innards find their way into their place.

To assemble the crankshaft, the shaft sealing ring is moistened with a little oil so that the sealing lips slide cleanly onto the crankshaft and are not damaged.

The Malossi engine case, contrary to the Piaggio engine case, is without a solid seal composed. Instead of the paper seal, as in a modern engine concept, the housing is Surface seal sealed.

To connect the housing halves, Malossi uses M8 hexagon socket screws. Due to the different lengths of the screws used, a look at the Application listto find the correct attachment point.

 

 

bgm PRO Superstrong clutch & King shaft

The King Shaft is supplied with its own thrust washer and special key. The thrust washer has a clear radius that fits exactly to the radius of the crankshaft. A breaking thrust washer is almost impossible.

 

 

The Kingwelle has a special feather key on the drive side, which is specially manufactured for Kingwelle and fits exactly into the groove of the coupling hub.

We use one as a coupling bgm Superstrong CR a. With the standard equipment, 10 bgm springs XL, the CR clutch manages a reliable transmission of power up to 40hp. The king shaft coupling nut has a fine thread of the dimension M12x1. The nut comes with screw lock and a Tightening torque of 70Nm attached.

 

Assembly of further components

The engine is then completed with the rest of the components.
Intake manifold with the Malossi 2-valve membrane. Clutch cover, switch latch, cover for the starter motor and the bgm ignition system with static ignition timing.

Stress-free assembly of the ignition base plate on Malossi engine housings

The Malossi motor housing is reinforced in many places. This can lead to contact between the base plate and the bearing seat when the ignition is installed. The base plate of the ignition must sit tension-free in the centering, so in individual cases the base plate and / or the motor housing must be slightly reworked to ensure a tension-free fit of the base plate.

 

Check crush dimension

Before the final assembly of the cylinder, we check the pinch size using solder.
Due to the increased stroke, we aim for the squeeze dimension in the range from 1.3mm to 1.4mm and set this using the enclosed cylinder base seals.

By compensating for the larger stroke, there is no need for centering on the cylinder head. For this reason, holes for fitting sleeves are made in the cylinder head and cylinder. The adapter sleeves prevent the spacers used for the cylinder head in the course of the test from protruding into the combustion chamber and causing unwanted damage there.

 

The new Quattrini engine on the test bench

For the test runs, we set the ignition to 19 ° BTDC.

The runs of the first expansion stage We will introduce M244_1 to you in the next blog post before…

Just a quick note - none of the runs were below the 30PS Mark on the unprocessed M244