Entries by alex

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the bgm Smallframe Gear wheels

The bgm Smallframe Gear wheels, main and auxiliary shafts are manufactured in Europe under high quality requirements. In addition to the high-quality material used, the remuneration of the components also plays a major role. Therefore, all transmission parts such as gear wheels, auxiliary shaft, main shaft as well as the shift dog are individually remunerated at Thyssenkrupp. The high-quality material, the dimensional accuracy due to the precise production and the "know how" in the treatment create an extremely resilient gear part.

stress test

In order to ensure that the gear wheels can withstand high loads over the long term, the components were subjected to a load test in a German test laboratory for gear drives.

In this so-called pulsator test, the gear wheels are clamped across several pairs of teeth and hydraulically loaded with a pulsating force on the tooth flanks.
This test is deliberately carried out until the material fails, so that the durability can be determined and compared.


To explain this roughly with an example:

The bgm Gear III was subjected to a pulsating load of 64.000kN with 8 load changes until the provoked failure. With a lower test load, i.e. less than 8kN, no failure could be generated during the test. For comparison; a third gear from a Piaggio transmission failed in this test after 33.000 load changes. This means that the fatigue strength of third gear is at bgm about 90% higher than the original Piaggio component.

If you translate this laboratory test as driving performance on the road, this test load corresponds to an engine with over 50Nm torque on the crankshaft, which is driven at full throttle for a little more than 1000km at a time.


The bgm Smallframe Gear wheels are available in the familiar gradation of 58, 54, 50, 46 and 48 teeth. The tooth profiles of bgm Gears are based on the Piaggio gear wheels of the gear type with the marking "42" and thus have the bgm Gears also have the same range of use as the Piaggio original gearbox. An exception is the fourth gear with 48 teeth. This gear may only be combined with countershafts with 22 teeth on the fourth gear.

Secondary shafts bgm01720

The bgm Each auxiliary shaft is supplied with a high-strength nut for fastening the clutch. In order to ensure the highest possible strength of this screw connection, the secondary shafts are manufactured with a fine thread M10x1.

We offer matching auxiliary shafts with three different gradations for the gear wheels:

bgm01822: 10-14-18-22

the original gradation,

Everyone can be on this secondary wave bgm, as well as gear wheels that correspond to the type 42 gearbox. So also gear wheels, for example from Benelli, Fabbri, OEM which are suitable for the original Piaggio gearbox.


bgm01821; 10-14-18-21

The “Short Fourth Course”

Here the jump between third and fourth gear on fourth gear is one tooth shorter. The speed difference when shifting from third gear to fourth gear is reduced by approx. 400 rpm and helps to achieve a better gear connection. If the same top speed is to be achieved in fourth gear at the same engine speed, a primary 27/69 (2:56) with a primary wheel z28 can be used. The top speed remains the same, but with the advantage of a better connection when shifting from gear three to gear four. This countershaft can only be used with the fourth gear with 46 teeth on the mainshaft. By reducing one tooth in fourth gear, this countershaft is the most sensible way to shorten the gear jump. By distributing only 21 teeth on the same diameter of the auxiliary shaft, the tooth bases are significantly wider and therefore more stable. The combination with this auxiliary shaft in fourth gear (46:21 = 2.19) roughly corresponds to the use of the short fourth gear with 48 teeth on the main shaft with an original auxiliary shaft
(48:22 = 2.18), but is much more durable.

bgm01720: 10-14-18-20

The gradation short third gear, short fourth gear

The jump from gear two to gear three and from gear three to gear four is significantly reduced. Can also only be used for type 42 gear wheels. Compared to the original gradation, the third gear is one tooth shorter and the fourth gear two teeth shorter. As with the auxiliary shaft with the short fourth gear, this makes the teeth on the third and fourth gear more stable due to wider tooth bases. "THE" auxiliary shaft for fast and high-torque engines, which are equipped with a long primary reduction or are clearly speed-oriented with a short primary reduction.

The bgm Pro side shafts

The bgm Pro side shafts are just like that bgm Pro gear wheels manufactured and tested under high requirements. For example, in direct comparison to a Piaggio auxiliary shaft, the third gear is the bgm Per auxiliary shaft in the durability test with 150.000 load changes and the Piaggio auxiliary shaft with 58.000 load changes in the pulsator test.

In comparison, the third gear is the bgm Countershaft more than 150% longer than an original Piaggio countershaft. A significant increase in safety for engines with an increase in performance.

Here the usability of the various auxiliary shafts on the respective gear wheels

In the future, the gearboxes will also be fully assembled with shoulder rings, reinforced shift springs, our new one bgm Pro Sport shift dog available. The game of the gear wheels is through the matching ones bgm Pro shoulder rings precisely adjusted and the main shaft can be mounted directly.

Transmission (gear wheels incl. main shaft)

With the bgm Pro gearbox for the Vespa Smallframe, we provide you with an extremely resilient solution for your gearbox. This is possible thanks to the available variants bgm Individually tune each transmission to almost all engine concepts and personal preferences in the ride shops.

bgm shift claw

bgm PRO SPORT - 4 speed, H=50mm,

VESPA PK50, PK80, PK125, V50 (V5A1T from 69444), Special (V5B3T from 94315), Elestart (V5B4T from 1514), PV125 (VMA2T from 150203), ET3 (VMB1T from 8161)

BGM PRO has given the successful BGM6550 shifter an update. The successor BGM6555 has a completely redesigned locking profile. This means that the gears are even more precise and the dreaded gear jumping is completely prevented.

The BGM Pro shift claw is made of high quality 15CrMo5 (SCM415) chrome molybdenum steel and is therefore very durable. The flanks have very narrow tolerances compared to the shifting claws otherwise available on the market. This guides the claw precisely in the main shaft and effectively prevents it from twisting/tipping.


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Viva Espana - Vespa Edition

La Vespa in Spain

The scooter market in Spain is very strong and has a long tradition. Spain is one of the largest markets for scooters in Europe and in addition to new vehicles there is also a lively market for scooters in Spain used Vespas. Many lovers of classic Vespas are looking for restored or well-preserved older models to revive the charm of bygone times.

Here are some of the parts that will keep Vespas on the road for many years:

Moto Vespa Spain

Motovespa 160GT
The Motovespa 160 is one of the most sought-after vehicles from Spanish production.
The leg shield is vaguely reminiscent of the iconic Vespa SS50 and SS90 and, in conjunction with the trapezoidal headlight, gives the 160GT an elegant, sporty look.
The engine of the 160 and 160GT already shows some technical features similar to the big sister SS180 from Piaggio.
For this engine type, we had bgm reproduce some components that were no longer available or difficult to obtain.

motovespa VAPE ignition system

Vape for the 160 GT the chic Spaniard can be equipped with a modern and very reliable ignition system. Powerful 12V light included.
Other items already available for the 160, 160GT

A perfect complement is the bgm Wiring harness set conversion


Moto vespa españa are Scootersthat for bgm increasingly important and has for some time started developing specific products for the Spanish market.
Here are some of the most notable products

Direct intake, stroke = 57mm, connecting rod = 105mm
BGM057105MV: Motovespa 125, Motovespa 150S – Piston pin Ø15mm (needle bearing), clutch type Vespa PX (Ø 15mm), also for converting Vespa VNA1T-VNA2T
BGM057105: Vespa GS150 (VS1-5T), Motovespa 150GS (04M engine), 150S (VTT, V13502C), 150 Sprint (04M engine) – piston pin Ø15mm (needle bearing)

Direct intake, stroke = 60mm, connecting rod = 105mm
BGM060105: Vespa GS150 (VS1-5T), Motovespa 150GS (04M engine), 150S (VTT, V13502C), 150 Sprint (04M engine) – piston pin Ø15mm (needle bearing)

Motovespa GT 160 (09C) engine (M09)
Direct intake, 57mm stroke

BGM057MVX: (for coupling type PX) 

Direct intake, 60mm stroke
 (fits only with spindles)

BGM060MV  and BGM060MVX

some MotoVespa highlights

Pole wheel bgm Pro TOURING 2.0 electronics

for conversion to fully electronic CDI ignitionengine housing with electric starter

Vespa España classic look

And for a perfect classic look and performance, the bgm classic tyres, of shock absorber and the bgm train set not missing the 

Vespa T5

For a long time there were no more suitable seats for the T5, which was only produced in small numbers compared to the PX.

Here a good reproduction of the original seat of the Vespa T5 models, made in Vietnam

More highlights for the T5

Vespa España waiting for new and upcoming products:

and product development continues, the following items are currently planned


(23mm and Ø=28mm)
In set
(23mm and Ø=28mm)
In set membrane
(23mm and Ø=28mm)

set membrane upper part (23mm and Ø=28mm)

 set membrane lower part

Gasket set engine bgm

For Motovespa 160, 160GT, 160GTI (09M-E70), 150S (V201M-S61, 502M-S64,
Sprint 150 (04M-S66),
150L (V202M-2L62),
150GS (04M-G67)

and in silicone

and Gasket for spacer clutch cover for Vespa Wideframe VM1T, VM2T, VN1T (-60000), VU1T, ACMA 125 (1951-1955), Motovespa 125N (1953-1958) – Ø=128×0.5mm

Shift cross bgm Pro SPORT BGM6501L

The bgm Pro Sport shift cross we have adapted to the increased requirements of today's engine concepts.


The inner values ​​are decisive so that the shift cross ensures safe gear changes and driving pleasure for a long time.

The middle section (green) must ensure a secure attachment to the shift bolt and be sufficiently flexible so that no breaks can occur at this point under high loads. This zone 1 is tough-elastic in connection with the material used and a hardness of approx. 45HRC.

In Zone 2 (orange), in which the crossbar runs in the main shaft, the crossbar must still have tough elastic properties, but the surface must have greater hardness in order to withstand the wear in the (very hard) main shaft at this point.

The outer area (red) must be resistant to the impact load of the gear wheels when shifting. These areas mechanically engage the gear wheels. Great resistance to wear is required here. The remuneration takes place with up to 60HRC.


The hardened new bgm Pro Sport shift cross is a reliable companion for many kilometers with performance-oriented engine concepts.

In order to check whether the shift crosses can withstand extreme demands and whether the middle section is sufficiently flexible, we recorded a small test in the video.

The test method used is rather pragmatic, but has already shown in various tests that cross-shifters can also be too hard or too soft and deform significantly or even break here.

The new bgm Pro Sport shift cross is for PX 1982 to 2016 and PX/Rally/Sprint  available

How often should a shift cross be changed?

In an original PX125 with approx. 7,5 hp on the crankshaft and moved in normal everyday life, a good shift cross can certainly make the normal maintenance interval of approx. 20.000km until the next engine overhaul without showing any significant losses in terms of function.

Of course, the wear and tear looks completely different if a transmission is operated with a Malossi MHR, 35 hp on the rear wheel and with a preference for mountainous country roads. Here the intervals until the next change of some engine components can be significantly shorter. Especially with a component that is subject to such high loads such as the gearshift cross and the engine mounts, the intervals until a component needs to be replaced are in the direction of 10.000 to 15.000 km.

The environment in which the shift cross works is also decisive for durability.

It is essential, for example, to correctly measure the gear wheels on the main shaft using the appropriate ones Shoulder rings

SC Blog

Shoulder rings gear shims bgm PRO for Vespa and Lambretta

If the axial play of the gear wheels on the main shaft is too large, the gear wheels on the main shaft can tilt and wobble and thus move the shift cross out of the respective gear wheel. The gear "jumps" out.
Piaggio has specified a clearance of 0.1mm as the installation dimension. According to the Piaggio workshop manual, the shoulder rings of an original engine should be replaced if there is play of 0.55mm or more. From experience we can only advise to keep the play of the gear wheels on the main shaft as close as possible to the installation dimension of 0.1mm.

Heavily worn gear wheels with clearly rounded end faces of the segments also lead to increased wear of a shift cross. The shift cross can no longer hold properly on this convex surface and jumps out of gear.

So if you carry out an engine overhaul or want to change the shift cross, it is always important to look at all the other components and replace them if in doubt.

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bgm Pro Silk Liner

The nice thing about the classic scooters is the very simple technology.
It doesn't matter whether it's the engine, the electrical system or the controls. Everything is kept very simple and efficient.

But even with the simplest assemblies, a lot has happened in the last few decades. While the first Vespa models used simple, bare steel bowden, which had to be subjected to constant maintenance with grease and oil, modern trains are now fitted with a so-called liner. The liner is a small tube made of a very slippery material that is located in the outer shell and makes constant maintenance of the cables practically unnecessary. Have this effect in one blog explained.

The new liner of the bgm Pro Silk Liner trains offers a very low resistance for the inner cable even under high stress and thus the lowest actuating forces.

The crux of the matter with old, worn or bad cable pulls is that the more force is required to move a component via the cable pull, the greater the force that is required to overcome the resulting friction of the cable alone.

As a small theoretical example, operating a clutch with an old cable.

Actuation of the clutch requires a pulling force of 10 kg directly on the clutch arm on the clutch cover.

However, if you pull the cable at the top of the handlebars that actuates this clutch arm, the force required here is significantly greater than directly on the clutch arm.



On the way up into the handlebars, the cable has to describe a few radii, so it has to go around the curves in the frame and steering head. These radii are where the inner cable rubs more against the outer shell. This friction is multiplied by the sum of radii on the way up to the lever. This means that at the top of the lever you no longer need 10kg but 12kg of traction to overcome the friction of the cable.

Now we equip the clutch from our example with stronger springs. This means that a pulling force of 15kg is required directly below on the clutch arm in order to actuate the clutch. However, the pulling force required at the top of the lever is no longer 17kg but 25kg. Because the friction within the cable pull increases drastically due to the higher load on the clutch arm.

This is where modern materials intervene to reduce this friction under high loads.

I did a little test for you to find out how much power each type of cable pull consumes.

To ensure that the test leads to a meaningful result, all tested trains always have the same length and are intended for the same application on the vehicle. So that the effect of the increased friction can be tested in the difference, I have greatly exaggerated this area. This means that each cable was always wrapped around a round body with 2,5 windings. So many more radii, i.e. friction points, are generated here than is possible in a vehicle. This exaggeration only serves to get the results clearer.

Here is the "experimental setup".

The train is guided and fixed with two and a half strokes around a pulley.

To simulate the train operating a clutch, I hang a corresponding counterweight on one side of the train and to get the value of the required pulling force, a tension scale on the other side of the train.

My counterweight in this case is a small collection of crankshafts that together weigh 10.9kg.

My first example is a completely normal, new standard cable, as can be found in almost every old Vespa. This cable does not have an inner liner that reduces friction, but here the cable runs directly on the steel windings of the outer casing (Bowde) and is only lubricated with grease.

Here more than 70kg are needed to overcome the breakaway torque of the train and to evenly move the small package of crankshafts with only 10kg on the other side.

The second attempt takes place with a performance train from another provider. This cable features a liner and ground inner cables to reduce friction.

In this test, the 27 kg crankshafts can be moved with a little more than 10.9 kg of traction.

On the third try I put that bgm Silkliner with two and a half strokes around the roll.

The good result of the performance train was once again undercut by the Silk Liner.

Due to the very slippery liner inside, the weighty package of crankshafts can be lifted with only 23.5kg of pulling force.
Transferred to the lever ratios on the vehicle, this further, considerable reduction in the necessary traction helps to ensure a high level of operating comfort and a pleasant driving experience.

In the bgm Pro Silk Liner In addition to ensuring the lowest possible operating forces, we also paid attention to many other details. Over the years and many thousands of scooter kilometers, we have put the experience we have gathered into the composition and production of the bgm Pro Silk Liner cables and cable sets.

We are proud that we can now offer you the bgm Pro Silk Liners probably offer the smoothest cable sets for shifting scooters.

We offer the bgm Pro Silk liner train sets for the following vehicles:

  • We offer the bgm Pro Silk liner train sets for the following vehicles:
  • BGM6460SL Cable set -BGM PRO, Silk Liner- Vespa V50, V90, PV125, ET3
  • BGM6470SL Cable set -BGM PRO, Silk Liner- Vespa Rally180 (VSD1T), Rally200 (VSE1T), Sprint150 (VLB1T), GT125 (VNL2T), GTR (VNL2T), TS125 (VNL3T), GL150 (VLA1T)
  • BGM6412SL Cable set -BGM PRO, Silk Liner- Vespa PX Lusso (1984-) – black
  • BGM6410SL Cable set -BGM PRO, Silk Liner- Vespa PX Lusso (1984-


  • BGM6422SL Cable set -BGM PRO, Silk Liner- Vespa PX old (-1984) – black
  • BGM6420SL Cable set -BGM PRO, Silk Liner- Vespa PX old (-1984)
  • BGM6430SL Cable set -BGM PRO, Silk Liner- Vespa PK XL2 – without gear cable
  • BGM6440SL Cable set -BGM PRO, Silk Liner- Vespa PK XL1
  • BGM6450SL Cable set -BGM PRO, Silk Liner- Vespa PK S
  • BGM6465SLB Cable set -BGM PRO, Silk Liner- Piaggio Bravo

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Clutch cover bgm PRO Superstrong for Vespa Largeframe (PX & Co.) – CNC machined

Available now

You may have already found an Easter egg in one of our videos ;-) but now you can find it in our webshop

Here we go!

It is questionable how long the supply of spare parts from Piaggio will be secured for some components. Unfortunately, the quality of the clutch cover from the original manufacturer has also fluctuated in recent years.

The clutch covers from LML were sometimes a resilient alternative, but unfortunately there is LML no more. and various attempts by other companies can be smiled at as a well-intentioned interpretation. The manufacturers Ramp and Silking should definitely be avoided here. Apart from the basic material, these clutch covers have nothing in common with the original.

Based on this drive, we have dedicated ourselves to creating our own clutch cover.


Specifications were that the cover, as always with many of our own developments, can be used with original parts and shows further improvements.

The clutch cover for Largeframe from BGM PRO Superstrong CNC therefore fits all couplings currently available on the market. Whether with 6 springs or 7 springs of the old design or the latest models with 4-disc CR pad material and enlarged CNC clutch basket.

One of the reasons was that the bar in the clutch cover had to be removed if the original cover for the CNC clutches had to be machined. Therefore, the BGM PRO SUPERSTORNG clutch cover has an adapted contour that allows the web again and thus supports the oil supply for the separator and the protected Ultralube principle of the bgm Superstrong clutches.

The inner contour was therefore determined and defined very quickly. A bigger challenge, however, was determining the position of the bleed screw.

The worldwide scooter riders network keeps hearing reports that the engines are pushing out oil through the vent screw. So we thought about whether there was a better position for the vent. Always under the condition that it fits on an original vehicle. The first attempt was to orientate the hole with the direction of rotation. A fatal misconception.

Although the slanted hole is in the opposite direction to the oil, significantly more oil is pumped out of the vent here.

After testing three alternative positions and designing the bore channels, we are almost back to the original position of the vent. However, the hole is located further out in the cover at a slightly different angle and therefore does not get as much of the flung oil. With this position it was possible to move a 221cc Malossi MHR engine with more than 9500rpm permanently with an oil filling quantity of 500ml without the oil being pushed out through the vent screw.

As a variant, there are also clutch covers for the older ones Largeframe models. Here the clutch cover is higher to create space for a PX clutch.

The old engine housings of the VNA to VGLB engines with their flat clutches are flatter in size than a Sprint or PX engine housing - the sealing surface for the clutch cover on the VNA to VGLB engines is therefore practically closer to the crankshaft. This residue is compensated by the BGM PRO SUPERSTRONG clutch cover and thus offers the advantage of using a normal PX clutch on these engines.

 Due to the dimensional adjustment in the clutch cover, there is no risk of the rear tire rubbing against the clutch cover. Due to the flat motor housing, there is enough space for the tire wall.

The matching clutch arm for the BGM PRO clutch cover has a double O-ring seal and the option of hanging the clutch cable in a position for shortened lever travel.

The inner position on the clutch arm is intended for the use of adjustable clutch levers on the handlebars, as these levers pull less than, for example, the standard lever on a PX.

The coupling arm is already provided with all clearances that are required for the use of reinforced couplings.

When manufacturing the clutch cover, we initially opted for CNC production from solid material. This means that we always have control over the material used and access to the material certificate. The high-strength material used and the CNC production, we can guarantee very low tolerances and consistent quality.

If you are now curious, you have to be patient. The final acceptance of the samples has been confirmed and we expect the delivery date to be in 2022.

Complete with clutch arm, the clutch cover will be under €200.

We will provide you with more information at the start of sales in the blog and in the shop.

Have a good trip

High quality crankshaft for the Motovespa GT160 engines

Motovespa GT 160

The Spanish licensee Motovespa SA based in Madrid has developed the Motovespa 160 (09C).

Definitely an odd specimen - electronic ignition similar to the Serveta Lambrettas but still with piston connections. The body is basically a sprint/rally, but the engine is an odd mix of old and new technology.

The Motovespa 160 is often confused with the Super Sport 180, but at second glance you can see the many differences.

Finally, the Vespa 160 GT was a version with a series of side panels and accessories that made it even more attractive.

Exploded views here


BGM Pro crankshaft

The BGM Pro crankshaft for the GT160 is available in different versions.

In general, the original Femsatronic ignition of the GT160 fits all versions. On the drive side there are variants for the original GT160 clutch or the variant to use the PX clutch type.

All PX 6 and 7 spring clutches as well as all Cosa and bgm Superstrong clutches can be used here.

The thrust washer is also used on crankshafts with type PX coupling stub BGM6033 and the woodruff key 9999002 thats it!

We offer both variants with the standard stroke of 57mm and as a long-stroke version with a stroke of 60mm.

For the crankshafts with 60mm stroke, the engine case has to be modified to create space for the lower connecting rod eye.

Since only a small amount of material has to be removed here with a radius of 0.8 to 1mm, this task can easily be completed in a few minutes with a hand milling cutter.

With the 60mm stroke variant, the control angle of the cylinder changes.

Typical for the GT160 cylinder are the relatively large control angles for the transfer ports in connection with the very short control angle of the exhaust port.

With the original 57mm stroke, the cylinder has the following control angles:

Piston recess 0.5mm

Inlet angle: 131°

Outlet angle: 144 °

Transfer angle: 119°

Forward outlet: 12,5°

If the same cylinder with 60mm stroke is used, the following control angles result:

Piston protrusion: 1mm

Inlet angle: 132°

Outlet angle: 148 °

Transfer angle: 124°

Forward outlet: 12°

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Choke lever bgm for Vespa Smallframe

Once in yours Smallframe the original SHB has to give way to another carburettor, the question arises shortly before the engine is started for the first time: how do I operate the choke?

How do I convert the carburetor from a folding choke to a cable choke?

How do I connect the cable choke of a Dellorto PHBH, VHST, Mikuni, Keihin PWK or Polini CP carburetor to the choke lever of the Smallframe at?

Many carburetors are usually delivered with a so-called folding or pull choke. So that the carburetor can be operated with a cable pull, as is typical for Vespa, we offer the right adapter set for conversion for many carburetor types.

2599091  Dellorto PHBL, PHBH VHST (Shop)

2599098 Mikuni, Keihin, and Polini CP (Shop)


The bgm Pro choke lever is suitable for all carburetor types that are equipped or retrofitted with a cable choke.
Due to the special design of the bgm Pro choke lever, the choke cable can be easily detached in order to remove the carburetor. This saves time and protects your hands in the cramped carburetor room Smallframe. By using a clamping nipple, the choke cable is not kinked every time the choke lever is actuated and is therefore permanently durable and secure against tearing off. Due to the adapted contour of the lever, it can no longer jump out of the choke button guide.


The assembly of the bgm Pro choke lever is easy.


A YSN30 / Dellorto PHBH (YSN8570) carburetor serves as a model example and for the conversion to a cable choke (Blog)  with the matching cable adapter set (2599091 – (Shop).

The universal cable BGM6445 is used as the choke cable. This already has the right length for the outer shell in a Vespa Smallframe to find space.

Loosen the nut of the small inner choke lever with SW10 and make sure that the screw does not fall out towards the carburettor chamber. When removing the original choke lever, pay attention to the domed washer (3330468W) which lies between the choke lever and the bracket on the frame. This will also be needed again later.

Guide the screw through the retaining plate from below and then attach the spring washer and the choke lever.

The nut has a so-called clamping part to secure against self-loosening. This clamping part can be recognized by the imprints on the wrench flats of the nut. Depending on the design of the nut, this clamping part is on a front side or on the wrench flats.

When putting on the nut, make sure that the clamping part of the nut faces upwards so that the non-clamping part is screwed onto the choke bolt first.

First tighten the nut until the choke lever can still be moved easily.

The inner cable is first fed through the adjusting screw and the adapter, barrel first, and then pushed through the spring. The barrel of the train is hung in the choke piston.

When inserting the choke piston into the carburetor, make sure that the barrel does not jump out of the choke piston mount. The adapter is then screwed to the carburetor.

The clamp nipple is now placed on the loose end of the choke cable and fastened at a distance of 20mm from the shoulder of the end cap.

First thread the inner cable into the slotted guide of the choke lever and then hook the clamping nipple into the choke lever. Use the end cap to pull the outer shell back far enough (the choke in the carburetor is actuated in the process) so that the end cap can be hung in the retaining plate.

If the play in the choke cable is too large, this can be easily adjusted using the adjusting screw on the adapter on the carburettor. A safety clearance of approx. 1.5mm between the shoulder of the end cap and the abutment of the retaining plate on the frame should be maintained so that the cable is not tensioned during compression and the movements of the engine while driving and the choke is not activated.

If the necessary safety play of the cable cannot be achieved via the adapter, the adapter on the carburetor is turned back and the cable adjusted by tightening the clamping nipple.

Finally tighten the nut of the choke lever so that the lever can still be operated easily but the spring force of the spring for the choke piston cannot pull it back again.

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Race report for the 5th run of the EST 2022 in Jüterbog on October 08.10.2022th, XNUMX

On Saturday, October 08.10th, the EST season finale was heralded in Jüterbog. In most classes, the champions of this year's European Scooter Trophy and the European PitBike Trophy were already certain, but behind them there were still important points at stake for the other places in the table. Despite the day event, the field of drivers was well filled and before the big party could start in the evening, the way was clear for a great motorsport Saturday in the EST racing circuit.

The results of the event by class:

Class 1 - Rookies by Scooter-Attack:

Hüske's fastest in his class also dominated the field in the first sprint race. Behind them came Piekatz. Jorgensen was able to collect Müller at the start. However, Jorgensen couldn't keep up the pace from the start and later ended up in 5th place. Winterscheidt was able to work its way up to 3rd place. Hüskes at the front turned a lonely race with a large gap to Piekatz and Hüskes could not hinder the laps on the way to victory. Piekatz took a good second place ahead of Winterscheidt.

Things didn't look good for Hüskes for the second race. Already in the warm-up he had technical problems and was only able to get onto his grid position with a delay. It was confirmed as soon as it started. Hüskes was passed through the field. Piekatz took first place with it, followed directly by Jorgensen. Winterscheidt and Kienzle in third and fourth place. Piekatz was under a lot of pressure from Jorgensen and had to give everything not to lose the lead. But soon it became clear that he could not stop Jorgensen. This grabbed Piekatz. In the chasing role, Piekatz was able to build up pressure again and went on the counteroffensive. Jorgensen held against it. It was also exciting behind it. Winterscheidt and Kienzle fought a great duel. Piekatz fell shortly before the end and robbed himself of valuable points for the day's victory. In the end he even had to give up completely, so Jorgensen won ahead of Winterscheidt and Kienzle.

Day class 1 - Rookies by Scooter-Attack

  1. #20 Marcel Winterscheidt 36 pts.
  2. #991 Jacob Jorgensen 34 pts
  3. #47 Sascha Hüskes 30 pts.

Class 2 - SuperSport

Triebs, who was already champion in Juvaincourt, also showed in Jüterbog why he is at the top of the SuperSport this year. Great performance, calm driving style and a lot of speed were also his godfather in Jüterbog. The Dane Diabelez tried to keep up. Triebs, however, was able to keep him at a sufficient distance. Behind them a three-way battle raged between Merling, Drath and Apostel. Here was for everyone, everything in it. Keep your cool and don't make mistakes. Merling's Scooter dropped after half-time. Drath and Apostel knew how to take advantage of this and were able to overtake. Drath, released from the three-way battle, was able to pull away from his pursuers. However, Diabelez was already too far away to attack again. Nothing burned at the front and Triebs won the first race.

Triebs thundered away from everyone in the second race as well. Diabelez had technical problems at the start and was passed through the field once. Depta on two and directly in a duel with Drath. This didn't hesitate and overtook Depta as well as Apostel. Things didn't go well for Drath during the race. The scooter lacked power. He lost more and more places. This enabled Apostle to take second place. Compared to the first race, Sperling improved significantly and moved up to third place. And he noticed that there was still more to it, so the challenge to the apostles was clear. Apostle and Sparrow fought.

Sperling had the faster scooter, but Apostel cleverly closed it. That went to the substance at Sperling. In the background, Just and Depta had fought their way up to the two. Just took advantage of Sperling's inattentiveness for a second and overtook him. Even apostles should still believe in it. Just did it very well and was able to concede it too. Triebs didn’t notice any of this at the top. This brought in his second win of the day.

Daily classification class 2 - SuperSport

  1. #313 Marcel Triebs 50 pts.
  2. #42 Bastian Just 29 pts.
  3. #32 Gabriel Apostle 29 pts

Class 3 - Expert by Scooter-Attack

As always, the Expert race was spectacular. Ong had secured pole position in front of Lukas and the champion Andersen. Andersen got off to a great start and immediately took second place. Lukas on three and Schnell on four. Andersen was also able to pass Ong on lap two. However, he didn't let him go away, but tried to keep at it. Two scooter lengths behind, Ong waited for Andersen to make a mistake. Lukas retired early from the fight for the podium after a fall. With luck he was able to get back into the race ahead of the large group of pursuers. In third place, Schnelle asserted itself. In the constellation it was round after round. None of the opponents made mistakes and so Andersen was able to win ahead of Ong and Schnelle.


In the second race, Andersen drove straight to the front of the field. Ong behind kept his eyes on the Dane and didn't let him pull away. Lukas also wanted to get involved and made a three-way fight out of the duel and so it went into a strenuous internal fight for laps. You could feel that Ong could get more out of the scooter but getting past Andersen was extremely difficult for him. However, Ong was able to seize his chance and brake from the inside, leaving Ong in the lead ahead of Andersen and Lukas. But Andersen didn't let that sit and took the lead back. In the end he was rewarded for a great performance with two wins. Second place went to Ong ahead of Lukas.

Day class 3 - Expert by Scooter-Attack

  1. #336 Stefan Andersen 50pts
  2. #169 Yannik Ong 40 pts
  3. #111 Andreas Lukas 29 pts.

Class 4 - Supramatic & BigBore

Hüser just sprinted away from the field. At the lonely top he raced to a flawless victory. Bickell dropped out with a technical defect. Second was Kazillas.

Second race, second victory for Hüser. The direct competitor Kazillas had no chance and took second place like in the first race.

Day rating class 4 - Supramatic & BigBore

  1. #81 Christian Hüser 50 pts.
  2. #191 Georgios Kazillas 40 pts.
  3. #21 Sven Bickell 16 pts.

Class 5 - PitBike Stock by Scooter-Attack

Ullrich in 1st place had to give up his ambitions to win early in the race. Technical problems brought him a big backlog. So Ullrich had no chance to get in the top three. Wittwer was able to take the lead directly and build up a large lead over Wolf. It was a hot battle for third place between Nabbefeld and Hartmann. In the end, Nabbefeld had the upper hand. Wittwer took the first win ahead of Wolf.

In the second race, Ullrich was able to get involved again as usual. This also went straight to the top of the class. Wittwer in second place had little to do against Ullrich. Wolf drove in third place. In the end, Wittwer was happy about the day's victory.

Day rating class 5 - PitBike Stock by Scooter-Attack

  1. #112 Jonas Wittwer 45 pts.
  2. #99 Paul Ullrich 36 pts.
  3. #58 Sebastian Wolf 36 pts.

Grade 6 - GP Open

Gras started the race from 1st place, followed by Florian Schweitzer. Both fought hard for first place. Gras was initially able to keep Schweitzer in check. Schweitzer got faster bit by bit and waited for his chance. And he should be rewarded. At a good moment, Schweitzer overtakes Gras. Julian Schweitzer in 3rd place could not quite keep up during the race. He let the duo go, who fought to the finish line until the end. Schweitzer remained steadfast and won in front of Gras.

In the second race, Gras Schweitzer didn't want to admit defeat. Compared to the first race, Gras was able to extend the lead to such an extent that Schweitzer was no longer within striking distance. And so both clearly pulled away from the field of pursuers. Florian Schweitzer took the place, but he could no longer pose a threat to the duo.

Day ranking class 6 - GP-Open

  1. #222 Henning Grass 45 pts.
  2. #86 Florian Schweitzer 45 pts.
  3. #306 Julian Ziegler 29 pts.

Grade 7 - Beginners

The start of the beginners was interrupted by several falls. As a result, the race was stopped. At the restart, Illic took the lead, followed by Weiland. Gaidecka had to pass right away due to a technical defect. Maas and Kalms followed in 3rd and 4th place. Illic quickly built up a lead over Weiland. Maas was able to increase his speed during the race and put Weiland under pressure. This could not defend himself against Maas and had to let him pass. At the end it got tight again for Weiland as Kalms caught up more and more. However, before he could overtake Weiland, the race was over. Ilic was happy about his sovereign victory in front of Maas and Weiland.

Daily classification Class 7 - Beginners

  1. #186 Danny Illic 25 pts
  2. #34 Sascha Maas 20 pts.
  3. #333 Tilo Weiland 16 pts.

Class 8 Endurance & 9 Endurance Split

In the shortened long-distance race, 16 teams duel at the start this time. The 1-day event traditionally covered the race distance of 1,5 hours. So the direction was to step on the gas and not tactically. And the 1,5 hour race was also turbulent and clear. At the latest after a short, heavy shower, the field was totally muddled at the end. At the end of the day, everyone was happy that the ambulance was able to stay in its waiting position despite various falls.  

Daily classification class 8 endurance

  1. #101 Twisted Knee24
  2. #196 Street Lights / R&D / Lukas Racing Team
  3. #265 RND Racing Team

Day classification class 9 Endurance Split

    1. #196 Xpear Factory
    2. #99 Blue Cougar
    3. #217 RaceFoxx Pit Bike Endurance

  1. ViSdP

    Andre Black
    (1st chairman EST eV)

European Scooter Trophy

, , ,

Race report for the 4th round of the EST 2022 in Juvaincourt


Race report for the 4th round of the EST 2022 in Juvaincourt from 03.09/04.09.2022/XNUMX to XNUMX/XNUMX/XNUMX

After a six-week summer break, it's finally time for the scooter racing circuit to start again
PitBikes of the EST Championships. This time the EST was a guest in Juvaincourt – France. The route with a
Length of 1,3 km is particularly fast and demanding and popular with many drivers. And so they did
more than 100 starters on their way to France. With a view to the championship, it was now the
Engage attack mode to score valuable points for the final scoring.
There was a big setback in the weather on Saturday. After the first showers on Friday over the
swept the route, Saturday remained completely rainy until the afternoon. Not a good chance of good ones
lap times. Real racers can't throw something like that off track. Despite the adverse conditions
it was about getting a good starting position in the front field.
The results of the weekend by class:

Class 1 - Rookies by Scooter-Attack:

High tension at the beginning of the start of the rookies. Hüskes in an unusual third place, did it
during the warm-up it was clear that he wanted to be at the top. Didwissus on pole wanted to prevent this as well
like Urban and Winterscheidt. The starting winner was Didwissus. Hüskes fought his way up to second place and sat
to attack Didwissus immediately. With a lot of excess power, he managed this confidently in round 2.
Winterscheidt tried to keep up, but was inferior in terms of performance. Didwissus was across the field
passed. The battle for 3rd place was between Klas and Groß. In round 8 had to
Give up Winterscheidt with a technical defect. That put Groß in 2nd place ahead of the sovereign
driving Huskes. Hüskes won easily in front of a strong Gross followed by Klas.
In the second race, Hüskes again took the lead in the field. Urban followed him at a short distance,
but tried to keep up. The distance from large to urban was already significantly larger. But big had to
also be careful to the rear, because Ebeling and Piekatz were lurking there for your chance. During this secured
Hüskes sovereign his lead over Urban. The next challenge lay in lapping the last-placed.
Hüskes and Urban did it perfectly. Groß had significantly more problems and had to place Ebeling in 3rd place
let it pass. His scooter kept getting better and better. Ebeling burned one personal best after the other
Asphalt and grabbed Urban. Hüskes won easily as the first in front of Ebeling and Urban.

Day class 1 - Rookies by Scooter-Attack

1. #47 Sascha Hüskes 50 pts.
2. #265 Patrick Ebeling 33 pts.
3. #636 René Groß 31 pts.

Class 2 - SuperSport by Deutscher Bauservice

Right from the start, Drath passed Apostel and led the SuperSport. Triebs fought with Apostel
the second place. With excess speed in lap 5 on the start-finish, both went into the first
Curve. Triebs misbraked slightly and had to let Apostel go and was also conceded by De Wit.
Triebs with better speed countered immediately and was able to win both drivers again in the following lap
overtake. Drath didn't manage to extend his lead. Triebs felt that something was going and set Drath
negative pressure. A super exciting four-way battle continued. De Wit was able to overtake Apostle and was already there
in the slipstream of Triebs and Drath. Everyone was waiting for a mistake. Drath fought like a lion. Yet
Triebs had more power and so what had been indicated throughout the laps happened. Triebs pulled the wire inside
over. He now had to keep De Wit in check. De Wit drove smart and waited for his chance. De Wit came
better out of the last corner before start and finish than Drath. Tire to tire it went into the first corner. De Wit
inside was ahead and took a great second place. Triebs at the top got valuable
Championship points and third place went to Drath, who fought well, but both opponents
had to surrender.
Apostle led the second race. He was able to get a good distance ahead of Triebs and Drath
drive out. Apostle's Scooter, however, lost significantly compared to Triebs and Drath. In round 7 succeeded
Triebs the overtaking manoeuvre, but immediately countered by Apostel. A lap later, this one had to
then let Triebs go and defend his second place against Drath. It went in a heated duel
curve after curve. Apostle was able to compensate for the lack of speed with a good driving performance. De Wit
and Diabelez behind them had no chance to get involved in the duel. The duels continued until
De Wit fell on the thirteenth lap. He crashed badly on the start-finish. The race line broke
then aborted the race with the red flag to take care of the driver. There was no restart since
the 75% distance mark was reached at the time of termination. Triebs was the winner, ahead of Apostel and Drath.

Day classification class 2 - SuperSport

1. #313 Marcel Triebs 50 pts.
2. #32 Gabriel Apostel 33 pts.
3. #93 Dustin-Miles Drath 32 pts.

Class 3 - Expert by Scooter-Attack

With 13 starters, a well-dated field of drivers started. That was because of the rainy qualification
Starting lineup messed up. Schmitt made his claim right from the start. And it looked up to
Half almost as if he could meet the claim. The advantage over the chasing field with Schnell,
Giannasi and Brüggeshemkee was quite big. The field settled down as the race progressed. monaya
had to give up the race early. Andersen started catching up from behind. Because he
didn't set a time in qualifying, he had to start from the back. You could literally feel the pressure
he made himself. The first laps Andersen was held up by the field of drivers. From round 8
it was about the fight to the top. Schmitt's lead, which he had laboriously brought out, melted away from the curve
Curve. His tires degraded massively. A three-way fight developed behind them. Then it was time to hold your breath
round nine. The three of us went into the curve after the start and finish. Fast asserted itself. Andersen braked
Giannasi out. Schmitt at the front felt the pressure from Schnell and Andersen. Both became
always faster. A three-way battle between Schmitt, Schnelle and Andersen was the order of the day. Every lap from start to finish it was time to hold your breath. There was zero air between the tires of all three drivers. Schmitt couldn't
defended for a longer time and had to let Andersen pass. He got an additional speed boost and did
also fast competition. He fought bravely for two rounds. Then Andersen stabbed coldly. After this
After a change of position, Andersen was able to extend his lead at the front. Swift tried another one
To put the shovel on it and bang, it happened. He fell just before the start and finish – but he was able to
drive on. Due to the fall, Schnelle had to line up again in 6th place. Super annoying for him after
a great race. The beneficiary was Giannasi, who took third place behind Schmitt and
Andersen was able to secure.
The second race started with a surprise. Giannasi in 1st place, followed by Lukas
set to work to get to the top. Lukas had used the time between the races intensively to
find performance. In 3rd and 4th place, Schmitt fought with Andersen, who was working his way up the field again
had to. In lap 8 he fought his way up to 3rd place. Schnell could not match the performance from the first race
approach and leads in 5th place. Andersen continued in the usual manner and also went to Giannasi
over. Now Lukas was targeted, who had gained a lead of almost 2,5 seconds. Of the
The lead melted away quickly and there was only one direction for Andersen - all the way to the front. One absolutely
fantastic performance from the Dane. And with that, Andersen was once again champion of the
European Scooter Trophy 2022 in the expert class. Second place went to Lukas. Giannasi was third.

Day class 3 - Expert by Scooter-Attack

1. #335 Stefan Andersen 50pts
2. #111 Andreas Lukas 33 pts.
3. #33 Carsten Schmitt 33 pts.

Class 4 - Supramatic & BigBore

In class 4 only two pilots started. Kazillas and Monaya. Unlucky Kazillas had technicals
Problems in the pre-start and missed the formation lap and the warm-up. That meant for him behind the
follow the field. Monaya took advantage of that and drove away at the front, uncatchable.
There was no question that Monaya would lose victory in the second race and that's how he drove.
Sovereign and unrivaled ahead of Kazillas. But falling was not an option for Monaya and so he drove
confidently to his second victory of the day in class 4.
Day rating class 4 - Supramatic & BigBore
1. #12 Stephane Monaya 50pts
2. #191 Georgios Kazilias 40 pts.
Class 5 - PitBike Stock by Scooter-Attack
The starting field for pit bikes was significantly reduced due to a fall. Nevertheless, it was about important points for
The Championship. Schweizer went straight to the top and showed again why he had a big lead
EuropeanPitBikeTrophy. Wolf took second place ahead of Hartmann. Remained with the placement
it also over the next 15 rounds. So the first podium was with Schweizer, in front of Wolf and Hartmann
The second race started like the first race. Schweizer sat down with almost 2 laps better
lap times. Second was Wolf in front of Zanker. Whether the lead was athletic or technical, however, should
be a case for the technical acceptance. Schweizer had to use his vehicle after race one
Submit a follow-up check to see if it was compliant. Regardless of the situation there was
sporty no changes to the placement. Schweizer won ahead of Wolf and Hartmann. In the
subsequent technical check, the all-clear was given. The vehicle was compliant and the victory
was due Schweizer for a great driving performance.

Day rating class 5 - PitBike Stock by Scooter-Attack

1. #54 Julian Schweizer 50 pts.
2. #58 Sebastian Wolf 40 pts.
3. #89 Benedikt Hartmann 32 pts.

Kleave 6 – GP open

The races of the GP Open were marked by the new edition of the long-distance race. grass and
Weißensee fought for the crown of the 3-hour race on Saturday. Weißensee had a lot of bad luck there
of the falling rain. The starting point for the sprint races was different. Bähr led the
Starting grid on pole, ahead of grass and Weißensee. At the start, order was established immediately. grass
was the start winner ahead of Weißensee. Both drivers fought closely for laps. However, grass didn't do anything
Mistakes and in the end was able to keep Weißensee in check, who drove a great race. Behind them, Bähr fought with them
Swiss. Gras won before Weißensee. Schweizer drove tire to tire with Bähr across the finish line.
In the second race, the duel was between grass and Swiss. Weißensee didn't have a chance this time
to participate in the duel. Gras and Schweizer drove very consistent times. However, grass never let one
Doubt that Schweizer had a chance to overtake him. Van Hof was fourth, ahead of Bähr. grass
was in the end the beaming winner of the day with two sovereign first places. 

Day ranking class 6 - GP-Open

1. #222 Henning Gras 50 pts.
2. #86 Florian Schweizer 33 pts.
3. #19 Lars Weissensee 33 pts.

Grade 7 - Beginners

In the Beginners, several riders have set their sights on victory. Illic had already spoiled for success
the best prospects. He should get competition from Fischer, who for the very first time has an official
race contested. Illic and Gaidecke were the first to go ahead. The fast fisherman caught up relatively quickly
and sit at the head of the field. Weiland was unable to follow the lead and dropped back to 5th place. 

Tage rating Class 7 – Beginners

1. #22 Dean Fischer 25 pts
2. #186 Danny Illic 20 pts
3. #268 Maik Gaidecka 16 pts. 

Class 8 Endurance & 9 Endurance Split

10 teams competed in the long-distance race. Among the teams, the feelings were in view of the
Mixed weather forecast. The track conditions were good at the start due to the drought. But the
Rain gave an idea of ​​the prospects for the course. So the teams did with different
voting at the start. The rain was not long in coming and brought the whole starting field
confused. Racefoxx on rain tires had the best chance of winning. Because of a bad fall
before start-finish, however, the team had to give up its ambitions early on. Xpear Factory fought at the top
and Blue Puma. In the middle of the race, both teams were only separated by 1 lap. In Class 9, AK Racing drove RDN
Racing well ahead of RND Racing Team. The last 20 minutes were all about everything. Blue
Puma in front and Xpear Factory just behind. The lead melts away lap by lap. Both fought
fiercely for the top spot. Weißensee had to let Xpear go after a switch. But the
didn't give up and started to counterattack straight away. Successful. And so the last 10 minutes became extremely exciting
in a good and turbulent 3h race. And so that the drama is even topped, it started 5 minutes before
End in the middle of the duel to rain from all buckets. The pilots had to literally put their vehicles through
carry the curves. Grass for Xpear Factory stayed cool and right back past Blue Puma. That was it
Preliminary decision made in a great final. 

Tage rating Class 8 Endurance

1. #233 AKA Racing RND Racing 129 laps
2. #265 RND Racing 121 laps
3. #101 Knee twist 101 laps
Day classification class 9 Endurance Split
1. #222 Xpear Factory 148 laps
2. #154 Blue Puma 148 laps
3. #85 Pazzi Racing 138 laps



Andre Black

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3rd round of the EST Championship 2022 at the Harz-Ring

The racing series was a guest from July 02-03.07.2022, XNUMX European Scooter Trophy and European Pit Bike Trophy at the Harz Ring. The third run was about significantly influencing the previous championship standings with a view to the second half of the 2022 season. The starting fields were also well filled at the Harz Ring and the conditions for an exciting weekend were perfect.

Race Class 1 - Rookies by Scooter-Attack

With 30 starters the most crowded class from the start. Hüskes was able to win the start ahead of Winterscheidt. Hermann had to give up pole from qualifying and found himself in 4th place. Buschsieweke worked his way up to 3rd place in round 2. Hermann kept getting passed and couldn't keep up with the speed from qualifying. The trio of Hüskes, Winterscheidt and Buschsieweke pulled away from the rest of the field. Hüskes could not tear himself away from the field of pursuers. Buschsieweke and Winterscheidt fought fair and hard. Buschsieweke was almost over. Winterscheidt cleverly closed it. Due to the early lapping, Buschsieweke had to slightly give up his attacking position. Still, he stuck with it. For this, Winterscheidt increasingly approached Hüskes. In the end, what Winterscheidt wanted was too much. He fell. Buschsieweke should also fall victim to being lapped again. When trying to lap in the infield, he was unfortunately forced to fall because the person to be overtaken drove into his lane. In the end, Hüskes won easily because he kept his cool. Buschsieweke came in second. In third place came Ebeling, who benefited from the falls of the other riders.

Mess at the start of the second race. Various participants did not arrive in time for the start time and had to clear the field from behind. Hüskes also won the start by far in the second race. Winterscheidt on two. Buschsieweke on three. Quite early on, Buschsieweke was caught by Ebeling, who took third place. Ebeling put more and more pressure on Winterscheidt and reduced the gap between the two opponents. From lap 8, Winterscheidt was able to maximize the lead again. At the top nothing seemed to be burning for Hüskes. He just had to lap safely. And he did, securing his second win in the second race. He was followed by Ebeling in front of Winterscheid. 

Daily ranking 3st run Harz-Ring 2022 Class 1 Rookies by Scooter-Attack:

  1. #47 Sascha Hüskes 50 pts.
  2. #265 Patrick Ebeling 32 pts.
  3. #120 Andre Buschsieweke 31 pts.

Race Class 2 - SuperSport by Deutscher Bauservice

The start winner in the first race was Apostel. Triebs found himself in third behind Diabelez. Triebs didn't want to settle for that, however, and went into attack mode. With success he was able to work his way up to second place behind Laugesen. Laugesen was significantly faster from lap 4 and was able to overtake Triebs. This opened the attack on Apostle. Shortly before exiting the pits, Laugesen was able to pass inside with a great driving maneuver and excess speed. Laugesen quickly built up distance to Apostel and Triebs. Triebs noticed that there was still something going on against Apostel and gradually fought his way into an attacking position. In the S, Triebs showed courage and nibbled apostles. So the first race was set. Laugesen wins ahead of Triebs and Apostel

At the start of the second race Triebs took the lead in the field. Laugesen was close behind him at the rim. Laugesen had a bit more speed and it looked like it was just a game for time until he overtook Triebs. In the meantime, Apostel had to retire due to a technical defect. Third place was hotly contested: Merla, Diabelez and Larsen fought doggedly and scored important points. First Depta had the edge, but was then conceded by Larsen. Diabelez was also able to slow down Depta after the start and finish. Triebs held off Laugesen lap after lap. It looked best for him at start-finish. In the end, the magic meter was missing. Absolute top performance of both pilots. On the penultimate lap, Laugesen was able to take the decisive trick and brake Triebs fairly on the inside of the curve. Triebs then under-braked a bit and Laugesen had the win in their pockets. Still, a great performance from both drivers. Third place went to Diabelez, who in the meantime also grabbed Larsen.

Daily ranking 3st run Harz-Ring 2022 class 2 SuperSport:

  1. #74 Jeppe Laugesen 50 pts.
  2. #313 Marcel Triebs 40 pts.
  3. #167 Niklas Diabelz 29 pts.

Race class 3 - Expert by Scooter-Attack

Dream start from the master of expert Andersen. He went straight to the front and dominated the field. Rapid didn't have a chance to stay tuned. He had to deal directly with Kovac, who wanted more than 3rd place. Schnell drove a good race and fought hard against an increasingly faster Kovac. Both drivers had to take a lot of risks. In the penultimate lap we went on to the wild fight for position. Kovac clawed fast. He immediately counterattacked and did it very well and was able to secure second place in the last lap.

In the second race, Andersen also started better than the entire field. Kovac was able to grab second place. He tried to keep up with Andersen. Behind was Schnell in front of Schmitt. Unfortunately, Kovac had to retire early with a technical problem, so there was no longer any serious danger for Andersen at the top. Although Schnell gave everything he had, but he could no longer become dangerous to him. Third place in the second race goes to Schmitt.

Daily ranking 3st run Harz-Ring 2022 class 3 - Expert by Scooter-Attack

  1. #335 Stefan Andersen 50pts
  2. #19 Dustin Swift 40pts
  3. #111 Andreas Lukas 26 pts.

Race class 4: Supramatic

In class 4 there was little competition at the start. Zehe won the first race ahead of Gronow. Both opponents forego a start in the second run.

Daily classification 3rd run Harz-Ring 2022 Class 4 - Supramatic

  1. #335 Stefan Andersen 50pts
  2. #19 Dustin Swift 40pts
  3. #111 Andreas Lukas 26 pts.

Race Class 5 Pitbike Stock by Scooter-Attack

In the pit bikes, Schweizer pulled away from the start. The driver, who is also leading in the championship, was able to distinguish himself repeatedly with very good speed and a great performance. Wittwer gave everything in second place. But Schweitzer's machine went off like lightning. Nevertheless, Wittwer fought to keep the gap from increasing. Rademacher and Wolf fought for third place. He had engine problems for a short time and therefore had to restart his vehicle and lost a lot of time in order to still be able to take part in the fight for third place. Rademacher was all the happier about third place.

In the second PitBike race, Schweizer took the lead again after the start. Wittwer and Fritzsch behind in pursuit of points. Schweizer drove his own race, completely safe. Wittwer only had to keep up the pace to survive against Fritzsch. Wolf and Rademacher took fourth place. The chasing field around Jostkleigrewe, Nabbefeld, Zanker and Hartmann offered exciting two or four battles. However, Jostkleigrewe had to retire due to a technical defect after successfully asserting himself in the field. In the end, Schweizer remained in the usual position ahead of Wittwer and Fritzsch.

Daily ranking 3st run Harz-Ring 2022 class 5 - Pitbike Stock

  1. #54 Julian Schweizer 50 pts.
  2. #112 Jonas Wittwer 40 pts.
  3. #217 Nikita Radermacher 27 pts.

Race class 6 - GP-Open

The absolute top driver in terms of driving style and lap times comes from Spain this weekend. Bartheld started as a guest starter in the GP Open and outclassed the entire field. The driving style is an absolute feast for the eyes. And so it was not surprising that Bartheld led the K6. Grass was second, followed by Krzyszto. Bartheld drove the victory confidently to the finish in front of grass. Krzystzto came in third.

The second race began just as the first ended. At least for Bartheld at the top. This shot again over the circuit of the Harz and gave the pursuers Gras and Schweizer little chance. Gras had to fight a lot harder in the second race against an equally strong Swiss, who was aiming for second place. Schweizer tried several times after the start and finish to pass with excess speed. Grass always closed cleverly. In the end it stayed in order. Bartheld won ahead of Gras and Schweizer

Daily ranking 3st run Harz-Ring 2022 class 6 - GP Open

  1. #13 Allesandro Bartheld 50 pts.
  2. #222 Henning Grass 40 pts.
  3. #86 Florian Schweitzer 29 pts.

Race Class 7 - Beginner

Gaidecka at the front set himself apart from the rest of the field. Weiland on two still had the best chances. But behind them was a great three-way battle between Kruger on the PitBike and Kalms and Wojciechowski. Little Kruger fought great on the pit bike and got the upper hand on the scooters. Wojciechowski was able to pass Kalm halfway through the race. In the end, Gaidecka won safely ahead of Weiland and Kruger.

Daily classification 3rd run Harz-Ring 2022 class 7 - beginner

  1. #268 Michael Gaidecka 25 pts.
  2. #333 Tilo Weiland 20 pts.
  3. # 132 Jonas Kruger 16 pts

Race Class 8 & 9 - Endurance & Endurance Split

A total of 18 teams registered for the three-hour long distance. It was a great race with many exciting lap battles. The top field Xpear, Racefoxx, hairdressers by AKA, Streetlights and AK Racing RND were all close together within two laps until the halfway point in the race. As the game progressed, XPear got stronger and was able to get a safe lead for all eventualities. The RACEFOXX team achieved a very good second place. It was much more exciting in the Endurance class, the first three teams were very close together and only one stop would have produced a different decision. The winning team came from Barbers by AKA Racing.

Daily classification 3rd run Harz-Ring 2022 Class 8 - Endurance

  1. #262 Barbers by AKA Racing 177 laps
  2. #196 Streetlights RD Lukas RT 175 laps
  3. #233 AK Racing RND Racing 175 laps

Daily classification 3rd run Harz-Ring 2022 Class 9 - Endurance

  1. #86 XPearFactory 180 laps
  2. #217 RACEFOXX Pitbike Endurance 176 laps
  3. #888 Team Bumblebee 159 laps

All race results as well as the championship standings are below https://www.europeanscootertrophy.de/ergebnisse/ accessible.



Andre Black

(1st chairman EST eV)

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Carburetors in the test - YSN PHBH 30 against Dellorto PHBH 30 - the big comparison

YSN PHBH 30 against Dellorto PHBH 30 in the test - the big comparison

With us scooter drivers, the tried and tested is popular. Mainly because there is often a wealth of experience with established components that can be drawn on. This also includes the Dellorto carburettors in the PHBH design, which have been known for decades. Hundreds of empirical values ​​are circulating for this carburettor, which can be helpful when adjusting for a wide variety of engine concepts.

Unfortunately, Dellorto has not devoted itself to the production of carburetors as usual in recent years and the popular fuel atomizers are only sporadically available.
Of course, it is only a matter of time before the seemingly anachronistic mixture conditioners fall victim to cutbacks at Dellorto and are thus completely put out of production.

In order to satisfy the demand for the popular PHBH carburetor, another source had to be found.

One of these sources is called YSN. The manufacturer from the Far East bowed to the original and resurrected the PHBH.

Like probably many of you, I am always a bit skeptical when it comes to replicas of original parts. Especially with carburetors. After all, manufacturers of other derivatives have shown in recent years how it is not possible and you screw up a bag full of problems on your beloved vehicle that you would not have without this component.

The PHBH 28 was the first carburetor that YSN produced in this design. At the time, we ran a few tests with this carburetor to find out what we might let loose on our customers.

To do this, we compared a Dellorto PHBH 28 to a YSN 28. The Dellorto was tuned on an engine and the tuning on that engine has been ridden on the road for many miles and has proven itself.

In order to be able to compare the design of the YSN one-to-one, all relevant components from the Dellorto carburetor have been transferred to the YSN carburetor after the comparison run on the test bench. So slide, nozzle needle, mixing tube, adjusting screws, float, float needle, auxiliary, main and choke nozzle.

So if the YSN PHBH does anything differently than the Dellorto PHBH due to its design or manufacturing, then that effect would be seen on the performance measurement graph and experienced on the road.

When comparing the two runs directly, nothing was seen - no difference in behavior; which is pretty good. The test drive with the YSN on the road was also unremarkable - so that's good too.

The comparison, i.e. the components with the same specifications from the YSN carburetor implanted in the Dellorto, brought the same result. So we know that both the components used by YSN and the carburetor itself are the Dellorto template and don't cause confusion.

Enriched by this wealth of experience, we have decided to include YSN carburetors in our range.

Soon after, we sent an inquiry to the manufacturer as to whether they could also offer the coveted PHBH with a 30mm passage.

It took a while, but finally samples of the 30mm carburetors arrived.

As with the 28mm PHBH from YSN, I took a close look at the sample of the 30mm version.

Of course, the testing of the samples also includes collecting and documenting all data.

While the 28 YSN works perfectly, the 30 YSN had some teething problems. In addition to various small things such as the wrong mixing tube, a wrong choke nozzle, open channels which disabled the choke and the engine then does not start when cold and float needles that were not spring-loaded, there was the problem that the slide could not be opened completely. The pattern of the 30 carburetor only allowed a slide opening of 28,5mm.

While the YSN30 carburetors were already being traded elsewhere with the lower passage and the problems listed above, after a few contacts with the manufacturer we decided to cure the teething troubles.

Identifying and fixing the open channels in the choke system only required an email and two pictures.

We had to do more to solve the problem with the slider. A total of 3 samples of the carburetors with different approaches have gone back and forth between Taiwan and Germany. We sent an original Dellorto PHBH30 and Dellorto mixing tubes and float needle valves to YSN as a sample and after almost 4 months of sample tests, Skype appointments and waiting times, the YSN30 carburetor was just as we had imagined.

We then tested the final sample of the 30mm YSN carburettor in the same way as the 28mm PHBH before and we came to the same conclusion again. The curves run congruently and the engine runs unobtrusively when driving and without any difference to the Dellorto PHBH30.

When ordering the 30 carburetor, we also decided to equip the carburetor according to our specifications.

  • Idle jet 55
  • Main jet 125
  • Mixing tube AS266
  • Jet needle X2
  • Choke jet 70
  • Float needle valve 250
  • cable choke

We deliberately selected this equipment based on experience, as it gives us a very good starting point with many engines.

With many engine concepts you start with a usable set-up for the first test drives and the necessary changes are limited to a few tweaks to the nozzle box.

At 250, the float needle valve is significantly larger than in the series and covers a wide range, which extends to the use of a 190 main jet. We cannot recommend a larger float needle valve over 300 in relation to the usual concepts with shifting scooters. The high weight of the large float needle and the large bore often require a completely different set-up in the lower partial load range; concerning the slider, needle and mixing tube. If a fuel pump is used, the float needle valve should never be larger than 280. The pressure generated by the fuel pump can otherwise simply push open the float needle valve and cause the carburetor to overflow or lead to ambiguous results when tuning.

Usually, the YSN30 requires main jets in the 120 to 150 range. The basic equipment with the 250 float needle valve also offers other concepts significant security.

On our Test engine with 62mm king shaft and 244 Quattrini For example, one of these YSN carburetors also ran. Here the carburetor cross-section was sufficient for a power output of over 40 hp.


So it's still there - the well-known but new companion - PHBH30

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Polini Original Banana 2022

Polini has redeveloped the proven Polini banana and given it a new look. What the new banana or, according to the new Polini nomenclature, the "original" exhaust can do; I took a look for you.

From a purely visual point of view, the new original banana differs significantly from the design of the older vintages. The body has become thicker in terms of material and shaped differently. The plug connection on the manifold looks much more binding and the position for hanging the exhaust spring moves to a more accessible area.

Polini offers the exhaust systems for the PK and V50/PV engine cases. So far, the bananas for the PK models have always been provided with a clear flattening in the area of ​​the manifold. The new original from Polini only shows a different course of the manifold, without flattening.

Another significant improvement is the bracket that connects the muffler and engine case. Once the base plate of the bracket is mounted on the engine housing, the muffler can be easily mounted and dismounted using two M8 screws.

In the previous model of the banana, this principle was already used in racing, for example in class 5 of the ESC, to enable faster tire changes, but individual initiative was required when creating the bracket.

In general, Polini seems to have taken some experience from the racing circuit with him on the new banana. The new Polini banana is also directly suitable for the tire dimension 3.50-10, which is used almost exclusively in the racing series. The usual tires of the Smallframes with 3.00-10 therefore of course still fits.

I put the new original banana on my K5 for you and did a few tests.

The assembly went well. No bending, pressing or worse interventions are necessary to position the exhaust properly on the scooter.

The slotted holes in the bracket provide significant leeway for adjusting the system to prevent contact with the tire and brake drum.

Polini oddly states that the length of the shock absorber should be determined before installing the exhaust system. 

The tested minimum size of the shock absorbers, i.e. when the shock absorber is compressed to the stop, should prevent the exhaust system from coming into contact with the frame.

Owners of the bgm Pro rear shock absorbers can feel safe here. The dampers have the required minimum size and in the case of the Sport series, the height of the damper can even be adjusted further.

But now to the result on the test bench.

I would like to say in advance that every engine behaves differently and the differences can be more or less noticeable depending on the processing. It has been shown that the difference is clearer with less powerful or unprocessed engines than with concepts that are a little more sophisticated.
Here the new Polini Banana takes place on a motor that
Class 5 ESC rules.

The carburetor in this case is a PHBL 24, intake manifold Polini membrane, cylinder Polini 133 Racing cast iron. Crankshaft Mazzucchelli Racing.
The motor housing is machined for the diaphragm inlet and the transfer channels in the motor housing are adapted to the cylinder. The cylinder and the intake manifold remain unmachined.

In racing trim, my 508 tends to be in the 15hp range, depending on how I feel on the day. Therefore, the first run is first of all to see whether the engine is still in the best of health.

As expected, the 508 delivers 14.9 hp at 7300 rpm after warming up.

So everything is healthy and the new Polini original exhaust is fitted for comparison.

Even on the test bench, the significantly higher starting torque is noticeable when warming up. Polini did a good job here. What feels different on the dyno is also reflected in the graph.

At a slightly lower speed of 6660 rpm, the new 2022 banana with 15.5 hp increases by 0.6 hp compared to the older design. The maximum torque, increased by 0.9Nm, is already at 5200rpm.

In a direct comparison of the two curves, the character of the new 22 banana can be seen. Earlier - more.

Up to approx. 7200 rpm, the 22 banana has the edge in comparison. Exactly the area in which an engine with this power is most often moved on the road. From about 7300 rpm the older banana looks a little better and shows a little more desire for higher speeds.

The configuration of the carburetor was not changed between the two runs. My assumption here would be that with a subtly smaller main jet and needle/mixing tube combination, the 22 banana can still gain a bit in the higher rpm range.

But I'll leave that to your play instinct to find out.

My personal opinion:

Polini has done a good job developing a very nice everyday rideable exhaust with some good improvements. The easier to reach position of the spring, the more solid plug connection and the easily adjustable bracket are positive. I see the usability on larger tires as a further plus. In terms of noise, the new banana is a bit duller than the previous model.

In the video you can get more impressions of the new Polini Banana

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Alex builds a Quattrini 252cc Vespa engine 5

Part 5 for stage 4

Fortunately, as with so many things in life, everyone has their preferences...
More RPM and more peak power or more torque at low RPM.

That's why in today's part I'm looking for more... But not top performance, but for speed range and torque. The "tractor engine" is sought.

In part 4 with stage 3, I looked in the direction of the higher control angle by raising the cylinder and making a small adjustment to the exhaust. If I were now to increase the exhaust further in order to perhaps achieve higher peak performance and speed, the way would be backwards; to try the cylinder with more blowdown at lower control angles installed.

So today I lower the cylinder. Overall, this results in lower control angles, but the pre-release increases slightly. The smaller transfer angle should allow the cylinder to produce a little more torque at low rpm.

The spacer on the cylinder head was changed from 1mm to 3mm compared to the third construction stage. At the cylinder base, the 2mm spacer leaves the field and the cylinder is only supported by a normal 0.3mm thick gasket. The squeezing edge remains at 1.3mm, as with the other construction stages.

In the following graphs are the current curves of construction stage 4 RED to see. The curves from the previous stage three appear in BLUE.

Elron is the first to show what he thinks of the change.

As can be expected, the absolute top performance drops slightly, but the maximum performance and torque shift in the direction of lower speeds. The torque increases slightly and feeds the range between 5100 and 7000 rpm.

The Polini box, which is more intended for engines with less transfer time, is placed next on the exhaust port.

At first glance, the curves may seem sobering. On closer inspection, the Polini Box turns out to be a real torque animal. At the end of this series of tests, it will rank second in terms of torque with 37.4Nm. The graph already passes the 4700 hp mark at 20 rpm. The maximum power shifts by an impressive 1000 rpm in the direction of a lower speed, culminating at 6400 rpm. The maximum torque pulls at the rear wheel at 6000 rpm. An engine constructed in this way is just begging for a long gearbox.

This allows the M244 to move over the asphalt with extreme shift laziness. Jack off the stand, shift into gear 4 and just pull the cable. Don't worry, it will be quick...


The aged all-rounder in the field.

The JL left arm puts its torque in the range between 5000 and 7000 rpm and thus offers more drivability. Although the peak power falls by one hp, the JL can still offer very good drivability in the field of resonance exhaust systems.

New Line

The handwork from the north is also responding to the adjustments as expected. Already at 5000rpm, 20 horses are ready to move significantly. Full torque is available at 6100 rpm. Although it pushes the absolute top performance down a bit and the Newline gives up 2 horses in favor of the early torque, it is happy to take the larger pre-release in order to go over 10.000 rpm and maintain it there with over 20 hp.
The Newline behaves here almost like a box exhaust system, seasoned with a significant torque kick.

Posch Nessi

The sea monster ducks its head slightly due to the reduced steering angles. But that's not bad at all. As with the Newline, the rev range shifts slightly towards early revs and develops more torque in the process. At 5200 rpm the curve already exceeds the 20 hp mark. The slightly increased pre-let helps the Nessi to a wider speed range.

Posch Racing Resi

The lush Resi handles the steering angle that is unsuitable for you amazingly well. Although it also loses peak performance, it gives an idea of ​​the bandwidth that can be possible with the appropriate control angles and more forward airflow. With a speed range of almost 4100 rpm, it is in the top league here.


The Lakers, made for a lot more alert, don't like the slack head angles that much. The exhaust craves for larger time cross sections. The speed range shifts to lower speeds as expected, but the low time cross sections are not the right playing field for the Lakers. But his chance will come with the following expansion stages...


Here again all maximum values ​​in the overview

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Alex builds a Quattrini 252ccm Vespa engine 3 - stage 2 with exhaust test

Quattrini M244 Kingshaft – the Super-Tourer in the second expansion stage “Exhaust” M244_2 M244 – Part 3 In the second part of this series, we simply adapted the cylinder and the engine housing to one another and plugged the cylinder “Plug & Play” onto the engine without further processing. This resulted in very moderate control angles: with a 124° transfer angle and 177° exhaust angle […]

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Alex builds a Quattrini 252ccm Vespa Motor 2 - Quattrini M244 Kingwelle - the super tourer

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 set up the M244 on our engine without any further changes, only with spacers on the cylinder head and on the cylinder base. We have the resulting control angle in the […]

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Vespa front shock absorber BGM PRO SC COMPETITION

BGM PRO SC COMPETITION - the new Vespa front shock absorber from bgm PRO The BGM PRO SC Competition Vespa front shock absorber is a further development of the successful BGM PRO F16 Sport series. The competition series differs optically through the external expansion tank. The new Vespa shock absorber at the front is available in black and silver and also in a cheap [...]

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Vespa gear claw bgm PRO ROUND, 4 gear, H = 50mm

New Vespa gear claw from bgm PRO for Vespa 4-speed gearbox Vespa gear claw -BGM PRO- ROUND, 4 gear, H = 50mm Vespa gear claw bgm PRO precision work from high quality material The bgm PRO Vespa gear claw BGM6550 is made of 15CrMo5 (SCM415) chrome-molybdenum steel and the additional coating of the high-quality material gives the flanks of the shift claw a very high level of resistance [...]

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News from Benelli: BULL-6 Benelli gearbox for Vespa Smallframe

New BULL-6 Benelli gearbox for Vespa Smallframe Announced for the start of the 2018 season: a new Benelli gearbox for Vespa Smallframe: We have already presented Stefano Benelli's Italian gearbox forge here: Benelli gearbox Vespa At the start of the 2018 season, Stefan will be making a reinforced Benelli gearbox for Vespa Smallframe bring engines to market. Shift claw with 6 arms and new […]