For our 20 year old we wanted to set up a special project. Until the beginning of January there was only the idea as such and no concrete ideas what exactly it should be for a scooter. It is only clear until the Custom Show in Ried / Austria on 25.02.2012 the scooter should be ready. So a very sporty time limit to build a complete custom scooter from ZERO. The starting shot was that Monday 09.01.2012 We decided on a roadworthy ET3 as a basis. The beauty was completely dismantled…. .... and after successful slaughter, the frame and all sheet metal attachments are sandblasted. The footplate and the frame tunnel are cause for concern, because only after sandblasting can you see how much sheet metal is left. As long as the frame is sandblasting, you can worry about the “rest”. Hopefully enough of the frame remains :-). Since the direction of travel in this project is “Racer”, there is one disc brake inevitable. Maybe even front and back? In order to be able to install a disc brake at the front, we need one PK-XL fork . The original ET3 fork does not allow such a conversion. Apart from that, we also have something in preparation for the PK shock absorber. For the motor, we opted for a complete CNC housing from Gernot Penn, who with his label GP One offers beautiful CNC parts for the Vespa driver. The engine case is intended for one Polini Evo cylinder and Polini Evo crankshaft be manufactured to match. Friday 13.01.2012 Actually not a good date to pick up a frame from sandblasting. Fortunately and despite all fears, a lot of valuable Vespa sheet metal is left over after sandblasting. Of course, the elderly Italian lady reveals one or two dents after the over 30 year old paint is removed. All in all, nothing serious. Dirk, master of stripping pliers and body file, takes care of the sheet metal work. Monday 16.01.2012 Today we'll take them Bremsanlage in attack ... In order for the PK fork to stand properly in our frame, the fork must be processed. Without a corresponding processing, a “chopper chassis” would be obtained, because the PK fork in the lower area, i.e. the dimension from the lower bearing shell to the wheel center, is longer than with the V50 / ET3 forks. To do this, we send the fork to Würselen, to the yellow company. There the lower bearing seat on our fork is turned off by 10mm and the steering tube is shortened by 25mm. Armin has experience with conversions of this kind and will do this work for us. The matter is of course subject to a certain deadline pressure, since the parts still have to go to the painter. A separate wheel hub must be manufactured for the planned rear disc brake. To do this, we first have a sample made for the main shaft toothing - at first it sounds easier than it is ... :-) The sample is made by wire EDM from racing driver team colleague Dennis. At this point we would like to express our big thanks to “Denni” because he is always the one who, when things have to be quick and parts have to be finished “by yesterday”, is absolutely conscientious, reliable and very quick to handle such “ Little things ”. .... and it fits too. The front disc brake should be operated fully hydraulically. To do this, it is necessary to attach a brake pump to the handlebar. In our case, we'll choose one AJP brake pump with an 11mm piston. For this will be suitable Brake pump adapter which, however, make reworking the handlebars unavoidable. Together with one Grimeca brake caliper With a 30mm piston, you should be able to achieve good braking performance with a pleasantly soft pressure point. Here you can see the adapter simply placed on the handlebar from below, the original brake cable holder must be removed for installation: You have to invest a few minutes in order for the adapter to fit into the recording as shown here. All the better when everything goes well together afterwards. Tuesday 17.01.2012 In the meantime we have received a message from Austria that the motor housings are in production. Frame strut So that our racer always stays on track during fast load changes and strong braking maneuvers, he gets a frame strut on which the later steering damper is mounted. The double tube strut is attached directly to the head tube. Experience has shown that a support on the thin sheet metal of the frame tunnel does not last long and can tear off during heavy braking maneuvers. The struts are guided into the frame at the side below the seat bench nose and intercepted inside the frame with a cross strut. For the steering damper, we attach a spacer nut to the left strut. Just weld everything together and then the strut is in place. Wednesday 18.01.2012 Today the rims go for high gloss compression. At the moment you are still clad in Piaggio gray. Thursday 19.01.2012 The fork is finally back. In order to accommodate the 11 ″ rims and to compensate for the resulting track offset of 8mm, we have to twist the fork slightly before welding it together. All parts are first put together dry to measure how far the fork / rocker has to be turned. By turning the fork slightly, the shock absorber mount moves outward so far that of course the fender no longer fits. But more about that later, first the fork is welded. The fork is welded in layers together with the inserted sleeve, which is intended to reinforce the separation point. After welding, the seam is smoothed and plastered. Now for the fender, so that the PK shock absorber with its mount still fits under the fender, it must be widened. First the fender is separated. Then it is widened by approx. 10mm with sheet metal. The whole thing is then made pretty and adapted to the fork. As you can see in the side view, the fender is unfortunately now attached to the frame. With a little bit of gentle encouragement, it all works out in the end ... Friday 20.01.2012 By turning off the fork, the lower steering stop falls away. Of course, it has to be replaced again. Drawing the right position in the frame is a bit difficult. Then the steering stop is welded on. The ET3 originally has an ignition lock, since in the end we only use a kill switch, the hole in the steering head disturbs. Since we want to install a Fastflow fuel tap with a reserve indicator, the space that has become available is ideal for the indicator light of the reserve indicator. After the lock opening has to be welded, the handlebars must be smoothed again and a suitable cutout made for the indicator light. Now that all the work on the parts to be painted has been done, the preparation for painting begins. The scooter should get its color scheme at Pfeil Design in Austria. But before the frame and the add-on parts are sent to the neighboring country for painting, the frame is filled and primed here on site. Monday 23.01.2012 The frame and the attachments are primed and filled. All the glory is packed in a wooden box and prepared for shipping to Austria. Bon voyage! Gernot just wrote that the motor housings are on their way ... The Falc suction device that we want to use for the Polini Evo has already arrived. Tuesday 24.01.2012 The rims are back from the high-gloss compression :-) The engine case has also arrived :-) It's really tough stuff .. So that the rear wheel can also be braked hydraulically, I have to briefly tinker with a partial hydraulic system. The ingredients are the original brake pedal and the brake cylinder of a TPH 125.

We were glad to support our friend Taka in 2011 for the SKRO! scooter rally. Taka has put his heart and soul into scootering. His news blog is the reference for the latest Lambretta News. If you want to stay in touch with the latest developments for your Lambretta, check it out at: http://lambretta-magazine-japan.net/.

Last year's SKOOTER RIDE OUT was the place where the donation to the Vespa Ring was held. This donation was mainly funded at our Open Day 2011. It was one part of the Scooterist 4Japanese Scooterist help for bringing a little joy to the kids of the polluted area after the nuclear disaster.

The donated amount was raised at the Open day 2011 mainly by a fee for using our dyno. Lots of fuel addicts took the chance to measure the power output of their engine and generously donated at least the 5 € fee. Often more. We still collect money by selling these Stickers. The amount is completely donated to the Vespa Ring.

Here are the words from our friend Taka about the SKOOTER RIDE OUT @ Ise-Shima. We really wished we could have been there and one time this hopefully happens. But now enjoy taka's report:

————————————————————————————————————
SKOOTER RIDEOUT! 2011 @ ISE-SHIMA NATIONAL PARK

19th NOV - 20th NOV

The first day was a very cold rainy day. However, Lot of SCOOTERISTS from various areas in Japan gathered in the Ise Shima international park.

Sadly, the touring run of the first day was stopped because of bad weather. But, we enjoyed the party with much alcohol and a delicious dish! ISE-SHIMA is a specialty place of a fresh seafood. We greatly enjoyed it with many many alcohol!

At the party, the ceremony of the donation which charitable project “SCOOTERISTS 4 JAPANESE SCOOTERISTS” of the SCK contributed to VESPA CLUB MIYAGI was also held. And -of course- the donation was presented also from all entrants of SKRO !.

And the entrants scrambled for the fantastic premiums (parts, clothing, decal, accessories etc ..) which entrants and many SHOPS in the world supported happily in the game!

After the party drank alcohol, and night advanced and it went in the room of each hotel by SCOOTER TALK ……

The 2nd day was fine weather from the morning. Temperature is not cold, either. We collected the candidate and went out for the early morning run. The wind of early morning Ise Shima was comfortable, and the exhaust sound of 2stroke sounded pleasantly.

After the Japanese breakfast, we went out for a short touring run by all the entrants. So we enjoyed the good road and seaside view in Ise Shima National Park!

I feel that Japanese Scooter Scene is changing in several years. The Scooter friends in the world joined hands through evolution of communication of the Internet.
Thank you for the always big support. SCK !!!

————————————————————————————————————

Cheers, my friend!
TAKA

 

[Nggallery id = 7]

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 click: HERE!

 

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

 

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

Once again we have the pleasure to announce the next Vespa seat shortly before Xmas! And once again it is something very special, the SCK Ancillotti seat for the Vepa P-range. Here are the shots of the first sample, the delivery is expected to arrive shortly:

 

The seat will have the same perfect finish as our already available SCK Ancillotti seats:

Seat -SCK Ancillotti- Vespa V50, PV 125, ET3

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

Of course, the Sprint version also fits all Vespa Rally, GS 160 (GS4) and SS 180 boxes. All you have to do is swap the tall tank for the flat version of the PX.

Here are the pictures of our first sample of the SCK Ancillotti for the PX. Thanks to Dirk E.'s help, the shape once again fits the frame perfectly. With more love, in our humble opinion, you just can't adjust that. The implementation takes place in a small Italian company, where each bench is made by hand.

 

The winter time is the right time to upgrade your scoot for next years season! So it is the time for us to pimp our ecommerce shop. The master plan is not overwork the exploded views we have for Lambretta and Vespa scooters. There you come into the game!

Read More

As mentioned earlier Polini is going to release the alloy barrel for 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 eg 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 center) 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 heavily affected. 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 sickly. 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 sickly 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 the 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 Site 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 5.5 mm 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 an 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 high 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 those.

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

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 many corners.

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


Vespa T-Shirt Girl redYour a (e) adored (r) drives a scooter, but you do not have an idea for a present?
Check you one stop scooter shop for really nice presents, we might be able to help even there. Not for scooter riders only are our clothing, accessories and merchandise items. Another idea is one of ours shopping vouchers, always a more than welcome present!

How about a nice one key rings perfectly suited for the Vespa keys as well for bringing good memories to every car with the stylish Vespa key ring.

 

Or one of the fantastic officially licensed bag in different designs that pay the due to the Vespa heritage!


The combination of lighter and pocket knife Comes in quite handy. And the nice box adds to the lovingly overall experience. And maybe it can safe your a ***, in case of a braekdown of your scoot.

 

 


If everything is over and the scoot won't do it anymore, one of our smart iphone covers is the solution to call for help in style.

 

 



The Espresso cup sets are perfect to bring back some of the nice and beloved Italian atmosphere with a nice little cafe after the dinner. So these nice little beauties bring back those feelings even in winter!

 

 

 

You have to give a present to one of those who are always late or even better forget dates complete. Time for a wrist watch and an alarm clock that looks so nice that the attention should be given!


A real stunner is the retro alarm clock looking like the Vespa speedo. This gives the ultimate start in a new day. Especially with the chance to connect your MP3 player via USB to it.

 

 

 


If you fancy something nice at work that reminds you of the classic shape of the Vespa, you should check out the very beautifully made table lamps.

 

 

 


The 21st century jet setter travels in style while doing business. The Vespa Trolley is a companion nearly as good as a dog ...

 

 

 

That was only a small selection the complete range of nice ideas for Xmas you can find here Online shop!

From now on we have top notch Vespa S 50 / SS 90 Super Sprint seats available. These are the real thing and handmade in Italy for us.

They are spot on and there is no difference to the original item. Compared detail to detail the shape is exactly like on the original ones. So is the length and all the attention to detail.
Instead of the clipping of the cover it is properly glued.
The lever is riveted like on the original seats instead of screwed like on the other remade seats out there. The dimension of the piping has the diameter as found on the original SS seats.
The delivery does contain the passenger strap as well as the cover for the toolbox.

http://www.scooter-center.com/scoweb/pages/productdetail.grid?lang=en&currency=EUR&product=289963488590272&category1=C&category2=CAT

Now in your one-stop scooter shop here available!

 

[youtube] VjzOLZ0ve5w [/ youtube]

For all who didn't know Tony O'Brien, we have attached the nice video. This shows him flying over the Nürburgring. The performance of his Charlie Edmonds tuned Falc engine is amazing.

Last week Tony tested the bgm PRO SC rear shock for the first time on Mallory Park race circuit. This is a national race circuit seeing the riders topping 150 km / h (95 mph) plus easily.

This is the feedback Tony has given bgm and us from his first races. Sadly Tony crashed during the race, but on the 24/25th of September the last race for the BSSO series will be held at Cadwell Park.

 

“The meeting didn't quite go to plan due to me deciding to test the hardness of the tarmac! (…) Practice was very wet… (…) The damper was set to 3mm pre-sag .. -5max compression and -5max rebound damping. My first impression is that this damper actually works and works very well.

The bike soaks up the bumps pretty well but I feel maybe I could have set the rebound a little harder to help stop the back end bounce on one particular corner. The engine runs a little hot with a little detonation and so I increase carburation to solve this.

By the time of the first race the track is dry. I am on last place on the grid (grid positions are based on previous meeting's results and I couldn't attend). By then end of the lap I am up to 5th from 19 starters, but there is a problem with the bike. (...)

The shock I have set to -3max on rebound and -4max compression .. its working fine and the bike feels transformed. By lap 1.5 I am into 4th behind the 250cc grp6 bikes of Topper, Turner and the 210 grp4 bike of Charely Edmonds. The corner which I had the issue on is now improved and the bike feels much safer and I actually manage to stay on the seat .. the corner is a 70mph left.

On the next lap however the motor cuts and then fires up again whilst banked over on a second gear corner .. This spits me off and into the dirt.

(...) The shock however even in two laps I feel is a massive improvement over the rs24. I feel yes for the track it could do with more damping as I think over the 10 lap race the oil will heat and it may lose damping. It would be nice to have the settings at mid-adjustment on compression and rebound. The spring does touch my tire (3.50 sava) but I can't move the shock over any more at present as the exhaust is in the way. I hope to move this over a little in the winter to solve this problem. the spring rate I would say is correct for me as it is.

During the day lots of racers were interested in the new shock. ”

THANKS TONY !!!!

High quality made in Itlay!
The Vespa with its ingenious frame concept stands for sturdiness and longevity. But even the strongest concept can suffer after years in the wind and rain, or from little mishaps and accidents. Especially the floor boards start to root if not cared for regularly.
For a long time, there was only one spare floorboard available for the Pre P-range, so called wideframe Vespa. It was OK to use those, and easier and better than building one from scratch.
We just found in Italy these wonderful spare floorboards which are specifically build for the different Vespa models.
No more time or money consuming, extensive reworking is necessary with these floorboards.
The height and shape of the beading are like the original, as is the hole for the cable routing and other details, which support a perfect restoration result.
No filler is used, which could hide dents or imperfections. Real quality products for a perfect restoration job. So if you already plan to bring a Vespa back to live this autumn or winter have a look!

 

Floor board -VESPA- Vespa VNB4T (from No. 0110644), VNB4T to VNB6T, VBB2T

 

Floor board -VESPA- Vespa VNA1T to VNA2T, VNB1T to VNB3T, VNB4T (to No. 0110643), VBA1T, VBB1T

Floor board -VESPA- Vespa Super, GT, GTR, GL, Sprint, TS, SS 180, Rally

 

Vespa S LED rear light white

We sourced some nice bits and pieces to mod-up your Vespa LX, LXV, S, GT, GTL or GTS.

Headlight visors are one of the essential items to customize your Vespa. An instant classic for decades.

But it is not just because of the nice vintage optics, they are a nice upgrade for night riding. Especially in the dark on the country road the headlight dazzles in the direction of the rider. The visor covers this part and makes night riding much more relaxing. The emotional people here are seeing it as the eyelash of their Vespa.

We have these on offer in the classic chromed look as well as the more sporty black finish. An extensive fitting instructions is included to every visor. They are available for GT, GTS, GTL and LX and LXV Vespas.

CLASSIC headlight visors

Finally arrived the first LED rear light units for your LX, LXV and S Vespa. With the clear glass these give a much more up to date look than the red bog standard item. The dimensions are exactly like on the original one. For sure it has an e-mark.

The LEDs are placed in honeycomb shaped holes. These are highly chromed. Each LED gives very bright light and their duration of life is much better compared to the old style bulbs.

Fitting is easy for this item as well.

bgm LED rear light Vespa LX, LXV and S

 

 

 

Polini cylinder 207cc aluminum Vespa PX 200 Rally 200

Polini cylinder 207cc aluminum Vespa PX 200 Rally 200Polini presents the new 201cc Alloy cylinder for all Vespa Piaggio P 200 and Rally 200

The ever lasting religious was Malossi 211 or Polini 207 or Pinasco 213 in the maximum cc range of Vespa scooters has received a new argument.

The torque-oriented layout of the Polini 207 with power through the whole rev-range was loved by many.
However it is with all things love, there are days when everything in a partnership is not going the way it should.

Wrong carb setup, ignition faults or general wrong set up of the engine brought the old, cast cylinder to its thermal capabilities, and above in the worst case.
This led to the bad reputation of the eternal heat seizure, which could only be cured by accurate setting up of all components.

Now Polini have sorted this problem for us and made our lives easier, and those of their competitors harder.
The proven design of the Polini 207cc is now crafted in high quality alloy. With a 68.5mm bore and good two ring piston for excellent heat dissipation and piston-guidance the new cylinder has the perfect thermal basis for race or touring tuning.
Simple with a Sito + and 26mm SI carburetor , or with monster membrane and race exhaust , we are keen on what people will do with this cylinder.
visit your one stop scooter shop and select the components for your individual engine!

Vespa Smallframe UpgradeAfter the successful bgm Lambretta stator plates, which proved powerful and reliable, and stators for both p-ranges, bgm has directed their attention to the smallframe Vespa.

The newest weapon is the ignition kit bgm PRO to convert the V50, Primavera, ET3 and early PK models to maintenance free 12 volt electronic ignition.

This gives the most reliable and powerful solution for daily commuting, rally going or fast road use. Basis for this conversion is the bgm PRO stator HP V2.0 for the Vespa PK XL series w / o battery, which incorporates the proven and powerful Cosa design. In combination with a 1650gr Ducati flywheel it gives reliable tick over and instant acceleration.

The ultra slim BGM AC / DC voltage regulator compliments this kit.
The neat bgm voltage regulator can be used on all Vespa and Lambretta electronic ignitions. It delivers a very steady AC and DC output, and can supply sat navs, mobiles or other electric gimmicks directly. The kit can be easily fitted with standard tools, and all parts can be sourced separately.

The choice of high quality components makes it a more reliable piece than some of other competitors.
So you get an easy to fit kit, of high quality components for a very reasonable price.

 

We were busy during winter constructing new crankshafts, and here they are

 

Crankshaft -BGM Pro Racing full circle 51mm stroke, 105mm conrod- Vespa PK125 XL2, ETS125


 

 

 

 

 

 

 

Crankshaft -BGM Pro Racing full circle 54mm stroke, 105mm conrod- Vespa PK125 XL2, ETS125


The power of the newest generation of smallframe Cylinders is amazing, and kills most parts of the rest of the engines. The developers at BGM constructed bigger crank webs which are not prone to twisting and cracking, because of a larger overlap and superior material ..

In order to fit the larger diameter crank webs (87 mm on the flywheel side and 86 mm on the drive side) you have to machine the casings to 88 mm.

The next innovative feature is the piston rod length which has been increased to 105 mm (8 mm longer than on standard 125 cc Smallframe cranks). The crank is a perfect fit for some of the latest Smallframe tuning kits that are designed to be run with this sort of piston rod

An easy way to use it with every other barrel available, is to fit the 8 mm bgm spacer (BGM0223) and longer cylinder stuts (BGM 0290). Also available as complete kit (7673185). Upshot: a better angle, which is perfect for the life of the big end bearing and reduced friction of the piston in the bore hole.

This results in better power and reduced primary compression, which work well with the modern day exhausts, such as the ones made by manufacturer Ludwig and Scherer, as the port transfers at the casing can be improved and the flow optimized.

Main features are the very strong CNC-machined rod, which is superior to most rivals, and the durable ETS spigot on the ignition side, which can be fitted to all V50 / 90 / Primavera engine cases as well, using our special seals and bearings. A perfect solution to cracking tapers and blown ignitions.

 

 

 

 

 


 

And here is another part we were looking for, for a long time.

Crankshaft -BGM Original- Vespa PK125 XL2, ETS125


 

The label BGM is known for high quality scooter products. Crank shafts of BGM work in many tuned road and race engines. With this nice build crank shaft BGM closes the gap for rotary driven smallframe cranks. It is technically oriented on the original Vespa ETS crank shafts, but is supplied with high quality elements, like the overlap against twisting, a well build piston rod with good lubricating holes and strong crank webs. The The PK XL2, ETS 125 has the most solid taper of the Vespa Smallframes. Therefore it is capable of sustaining much higher forces. An additional feature is that it can be used with the ultra light flywheels for much improved acceleration and power output.

 

 

 

 

Crankshaft -RACING- Vespa PX 80


And here we have a special solution for the German Vespa PX 80. Italian manufacturers have build a special racing crank to go with the tuning cylinders like the Malossi 139, DR 135 and the likes. Nice quality and functionality.