Author Archive for: Maryza
Entries by Maryza
Conoscere in details of the collection of Vespa by Robin Davy
I had the opportunity to meet one of the biggest Vespa collectors in Germany and maybe even in the world!
And he's on the today Scooter Center Couch, in this exclusive video, like no other, he tells us the details of his collection, the amazing stories behind each find.
As a Vespa fan, I'm totally fascinated, not just by the Vespas, but by all collectibles related to the Vespa community.
Here's a video you shouldn't miss!
Pictures
The collection is full of treasures because, as he says, the value of his collection is not in the quantity but in the incredible quality of these unique pieces. It's nice that both are more than adequately represented in Robin's collection.
Today Robin opened the doors of his museum and home to us and we from Scooter Center are infinitely grateful for wonderful joint projects.
Get to know the Vespa collection of Robin Davy in detail
I had the opportunity to meet one of the biggest Vespa collectors in Germany and maybe even in the world!
And he's on the today Scooter Center Couch, in this exclusive video, like no other, he tells us the details of his collection, the amazing stories behind each find.
As a Vespa fan, I'm totally fascinated, not just by the Vespas, but by all collectibles related to the Vespa community.
Here's a video you shouldn't miss!
Pictures
The collection is full of treasures because, as he says, the value of his collection is not in the quantity but in the incredible quality of these unique pieces. It's nice that both are more than adequately represented in Robin's collection.
Today Robin opened the doors of his museum and home to us and we from Scooter Center are infinitely grateful for wonderful joint projects.
Conoce in detail the collection of Vespas de Robin Davy
I had the opportunity to meet one of the biggest Vespa collectors in Germany and maybe even in the world!
And he's on the today Scooter Center Couch, in this exclusive video, like no other, he tells us the details of his collection, the amazing stories behind each find.
As a Vespa fan, I'm totally fascinated, not just by the Vespas, but by all collectibles related to the Vespa community.
Here's a video you shouldn't miss!
Pictures
The collection is full of treasures because, as he says, the value of his collection is not in the quantity but in the incredible quality of these unique pieces. It's nice that both are more than adequately represented in Robin's collection.
Today Robin opened the doors of his museum and home to us and we from Scooter Center are infinitely grateful for wonderful joint projects.
Get to know Robin Davy's Vespa collection in detail
I had the opportunity to meet one of the biggest Vespa collectors in Germany and maybe even in the world!: Robin Davy's Vespa collection.
And he's on the today Scooter Center Couch, in this exclusive video, like no other, he tells us the details of his collection, the amazing stories behind each find.
As a Vespa fan, I'm totally fascinated, not just by the Vespas, but by all collectibles related to the Vespa community.
Here's a video you shouldn't miss!
Robin Davy's Vespa collection
The collection is full of treasures because, as he says, the value of his collection is not in the quantity but in the incredible quality of these unique pieces. It's nice that both are more than adequately represented in Robin's collection.
Today Robin opened the doors of his museum and home to us and we from Scooter Center are infinitely grateful for wonderful joint projects.
Pyhrn-Priel Vespar Rally 2022
The Vespa Club Eferding and the Vespa Gang Alkoven organized the Vesparally for scooters through the beautiful region of Upper, Lower Austria and Styria.
Roller
On both days of the rally, they started at intervals according to a self-created road book with a wide variety of stations to be mastered (skill driving, treasures, screws, etc.).
Gymkhana
Gymkhana was particularly popular in the early days of motorsport, and was probably adopted from equestrianism. and for fans of oil two-stroke engines, the distinction made by bgm made particular sense.
Corso
On the day of arrival they started a procession to the Lögerhütte. It goes through nature reserves, up and down mountains, along rivers..
and the event site (JUFA-Hotel) is a former monastery and the basic idea is “that you don’t have to go anywhere after you’ve had a drink, and it’s also great when everyone can come together and end the day comfortably there.”
We are happy to have given special support to this event, because fun, socializing and scooters have found a special place.
XXVIII RADUNO NAZIONALE LAMBRETTA
The Lambretta Club Sardinia organized the 28th edition of the national meeting in eastern Sardinia, precisely in Ogliastra, a destination that all scooter riders, around 600 participants, enjoyed during these three days in May in the company of a crystal clear sea and great mountains.
Mateo sent us some impressions of this big event in one of the most beautiful landscapes in Italy! Thank you Mateo!
Almost 30mm
YSN Vs Dellorto
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, [link to blog], 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
Case 30mm
YSN Vs Dellorto
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, [link to blog], 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
The (R)ollersack *original* now also in our store Scooter Center
We have the (R)ollersack *original* by Sabine brand new in our program. Sabine is a scooter rider herself and during her travels and meetings she discovered a need for specific travel bags for geared scooters. Now that she couldn't find an offer that satisfied her, she herself and with her sewing skills, developed a bag that was tailored to the needs of every scooter rider.
The focus was on functionality, the bag should fit well into the hatch, be secure and easy to attach without damaging the paintwork. In addition, the usual run luggage should fit in well and everything should be modular so that the system can be expanded. Sabine succeeded perfectly and we were able to convince her to launch a small series made in Europe with us. In contrast to this, all other (R)ollersacks *original* are specific and made by hand on customer request.
For an independent practical test, I asked our friend Atze to take a look at it. As a globetrotter with his Vespa and with over 72.000 km under his belt, the perfect candidate to submit an expertise for suitable scooter luggage.
For every scooter
The scooter bag has been designed according to the dimensions and characteristics of a derailleur scooter, making it more comfortable to ride and to reach the brake without anything getting in the way.
Maintaining stability without carrying extra weight front or back.
Of course, it also fits on Vespa GTS & Co. However, the strap cannot be used to attach it to the handlebars.
Details
In addition, the packing cords that secure the bag to the scooter are attached at strategic points without the need for additional racks or extra hooks.
explanation video
How do I pack my sack?
First of all, it should be said that the sack has a huge volume, but you can't stuff everything into it wildly. It also depends on the pack size of your tent and sleeping bag, how you pack it best.
Since body size and shape as well as the riding position are very individual, everyone has to try it out for themselves, and you shouldn't necessarily grab it at the last minute before the first tour.
It is important that you do not exceed the width of the bag too much, especially in the front area, otherwise you will have problems with the brakes.
First you should carefully attach all pockets to the sack when empty. When threading the Velcro through the belt loops, you can squeeze the Velcro together slightly, then it is not so fiddly.
Then you first place your tent vertically in the front of the bag. My tent is 57 cm high.
If you are traveling without a tent, you should definitely ensure vertical stability, possibly with a bag or packing bag with the approx. dimensions H 57-60, W 20 x, D 18.
You can then pack the sleeping bag into the curve. It is advisable to use a compression bag here in order to achieve the smallest possible size.
If you have a sleeping pad with a very small pack size, it can also be stowed in the sack or under the lid.
Then you can tie the middle fasteners together to shape the sack.
The bag should be stable with that.
Next I would fill the top right pocket. You should not pack any hard things in here, otherwise you will encounter resistance at knee height when braking. Here, if possible, only clothing.
The top left pocket is great for small items of clothing, towel and toothbrush.
You can also swap out the top pockets. Maybe you like it better if you use the smaller pocket on the right side.
Now you put the sack on the scooter and bring it into the best position for you. The neck strap should then be attached and the loops for the luggage hook should be placed and tightened
If you have luggage loops fitted in the step-through, these are also a good option to keep the bag away from the brake. But it also holds up very well without it.
Now you can do a test round and test the comfort factor and repack if necessary.
Visit from Argentina
An old friend of Scooter Center was here. Sebastian Alvarez from Argentina, he came especially for EuroLambretta 2022 in Belgium and Euro Vespa Days in Portugal and now that he was around he decided to stock up on spare parts for his shops, learn more about the facilities at the Scooter Centers to find out and to visit us.
And of course I had to be there to tell him all about it in his native language Scooter Center and Cologne to explain!!!
History of Vespa and Lambretta in Argentina
but we also took the opportunity to learn a little more about the incredible history of Vespa, Lambretta and the very special one: Siambretta in Argentina, because it is one of the South American countries with the longest Vespa and Vespa Club history, and how could different when the Vespa is represented by a legend: Juan Manuel FANGIO, the Argentine racing driver considered by experts as one of the most outstanding professional drivers in world motorsport of all time, having won five world titles in Formula 1.
With so much luck, Sebastian had access to beautiful treasures from his customers, like this piece with original papers signed by Fangio:
The origin of the Siambretta in Argentina begins in the 1950s, with the SIAM company, which imported all the parts, but then started building under the name: SIAM-Lambretta, the desire then took the name: siambretta, the success was such that it started production quite nationally.
The curious thing about the Siambretta is that the most famous models in Argentina were exactly the oldest Lambretta models, while in Italy the 200, 175, 150, etc. are the most "common" Lambrettas, while in Argentina the 125 was very successful. In Argentina there are circles of “siambreteros” who own motorcycles admirable for their level of originality.
Restauraciones Extremas - Official Dealer Scooter Center in Argentina
and Restauraciones Extremas are part of this important history in Argentina, reviving ancient beauties. Here are some examples of the "extreme restorations" he's done and some of them are possible thanks to the new parts he's from Scooter Center got.
Siambretta 125 LD and Siambretta TV175
Congratulations for such dedicated work, nice to see how everyone in the Lambretta world knows each other and forms a nice community, have fun in the EuroLambretta and thank you Sebastian for visiting us, you are always welcome You can do more of his work see here: instagram.com/restauracionesextremas/
Conversion from mono to vario CIAO
The tiresome topic: Conversion from Mono to Vario.
What do I need to convert my mono moped/moped to variator.
First we need the gearbox housing.
Some transmission housings for mono can be replaced with the appropriate transmission cover
convert to a Vario transmission. Unfortunately, these covers are no longer available from Piaggio and can then only be bought used.
That's why we use it Pinasco gearbox housing - Shop
Then we need a suitable gearbox.
It depends on what you want. The original gearboxes were between 11,52:1 and 14,81:1 in the
Mopeds/mofas installed. (there are a few exceptions where the translation is different)
For our purpose (easy tuning with '63 Athena, Malossi cylinder head, racing shaft, machined engine housing, Proma CityPower exhaust and 13/13 carburetor) we use that Pinasco 10.4:1 gearbox – Shop
Something synthetic should be used as gear oil. This is recommended here motul – Shop
Then we need a "converter" which unfortunately is no longer available from Piaggio and no longer in all sizes.
Converters with 90mm pulley diameters were installed on the Ciao and occasionally on the Boxer.
These variants are only available used and mostly in bad condition.
So we have to use the accessories area and either the 100mm converter from the Bravo
use (later years of construction of the Ciao and mostly from Holland had this 100mm converter also installed) – Shop
Or you use that Malossi converter 100mm - Shop
100mm converter in the Ciao means adjusting the frame, but this can easily be done with pliers and a rag to protect against scratches. Vehicles from the last years of construction already have a deepening at the rear of the frame.
With the Malossi converter we still need that Clutch bell BGM 7250 – Shop
And matching starter pads.
Unfortunately, the rubbers available on the market do not always have the right shape and should be reworked. This can be done quickly with some sandpaper or a file.
In this case, we have them OEM starter jaws used - Shop
Since we're rebuilding a Mono Ciao, we don't have any old parts to build something out of, so we still need that Locking Plate - Shop
And the right one circlip – Shop
Then comes the V-belt's turn.
Mono vehicles have an approx. 9.5mm wide drive belt and Vario vehicles have an approx. 12.5mm wide belt installed ex works.
Over the years and further development by many ambitious mechanics and small tuning companies, it has turned out that it is better to use a 13mm wide belt.
There are various reasons for this. On the one hand the tolerances of the converter discs (they don't always have the right angle) and the width of the vario. (Malossi has the widest distance)
For our conversion we use the MC Proparts Belts – Shop
As a variator, here comes the Polini for use - Shop
The vario nut -Shop is used so that we can use the largest possible thread portion of the crankshaft.
The first big challenge is the choice of the counter-pressure spring in the converter.
Actually, there is a rule of thumb: as tight as necessary, as light as possible.
Since the following statements are always circulating on the net and forums (yellow Malossi and 6.5gr runs great.)
We always recommend our customers with the switch Polini Feach to start – Shop
And that even with the Malossi MHR converter.
The Polini spring is about 15% harder than the standard spring.
As a final step, we need a matching side panel.
Side panels for variator are only available as accessories from the Ciao - Shop
Unfortunately, Boxer, Bravo and Si have to use used originals, which can still be found relatively easily on the used market.
And finally ...
Do I need a Ciao, Bravo, Si or Boxer with variator?
Each of you can and must know for yourself whether the time and financial effort is justified by the later result.
The advantage of the variator is that it provides you with a stepless automatic system. Translated short when starting, translated long at speed. The principle is still used today in every automatic scooter.
This offers many advantages in the mountains or when starting off frequently in the city.
A properly tuned variator with the appropriate engine setup allows you
to accelerate as if you were being pulled forward by a rubber band.
Of course, such a conversion also has disadvantages. The variator has many factors that affect how it works.
That would be the weights in the variator at the front, the counter-pressure spring in the converter at the back and the
strength/hardness of the clutch springs. If one thing doesn't fit together, the moped behaves strangely when driving.
It is quite time-consuming to perfectly match the variator to your vehicle and it often requires disassembly, conversion and testing at the beginning.
When everything is done, you just have a big grin under your helmet and you will
Rewarded for many hours of screwing and swearing.
Visita de Argentina
An old friend of Scooter Center was here. Sebastian Alvarez from Argentina, he came especially for EuroLambretta 2022 in Belgium and Euro Vespa Days in Portugal and now that he was around he decided to stock up on spare parts for his shops, learn more about the facilities at the Scooter Centers to find out and to visit us.
And of course I had to be there to tell him all about it in his native language Scooter Center and Cologne to explain!!!
History of Vespa and Lambretta in Argentina
but we also took the opportunity to learn a little more about the incredible history of Vespa, Lambretta and the very special one: Siambretta in Argentina, because it is one of the South American countries with the longest Vespa and Vespa Club history, and how could different when the Vespa is represented by a legend: Juan Manuel FANGIO, the Argentine racing driver considered by experts as one of the most outstanding professional drivers in world motorsport of all time, having won five world titles in Formula 1.
With so much luck, Sebastian had access to beautiful treasures from his customers, like this piece with original papers signed by Fangio:
The origin of the Siambretta in Argentina begins in the 1950s, with the SIAM company, which imported all the parts, but then started building under the name: SIAM-Lambretta, the desire then took the name: siambretta, the success was such that it started production quite nationally.
The curious thing about the Siambretta is that the most famous models in Argentina were exactly the oldest Lambretta models, while in Italy the 200, 175, 150, etc. are the most "common" Lambrettas, while in Argentina the 125 was very successful. In Argentina there are circles of “siambreteros” who own motorcycles admirable for their level of originality.
Restauraciones Extremas - Official Dealer Scooter Center in Argentina
and Restauraciones Extremas are part of this important history in Argentina, reviving ancient beauties. Here are some examples of the "extreme restorations" he's done and some of them are possible thanks to the new parts he's from Scooter Center got.
Siambretta 125 LD and Siambretta TV175
Congratulations for such dedicated work, nice to see how everyone in the Lambretta world knows each other and forms a nice community, have fun in the EuroLambretta and thank you Sebastian for visiting us, you are always welcome You can do more of his work see here: instagram.com/restauracionesextremas/
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