News on Lambretta topics

Scooter leg shield clamp mirror for Vespa and Lambretta

the last chance to get the classic retro mirror for left side mounting

In your Scooter Center Shop you will find a large selection Spiegel and Auch Clamp mirror for the leg shield!

But do the mirrors fit your scooter? What is the size how does the color fit? What shape do the clamp mirrors have and what are the proportions in relation to the leg shield?

We have now installed all clip-on mirrors, also photographed from different perspectives! Now find your leg shield clamp mirror from a large one Selection in our shop.

Legshield clamp mirror Vespa & Lambretta

All legshield clamp mirrors at a glance


Legshield clamp mirror for Vespa and Lambretta

Mirror BUMM chrome, stainless steel, leg shield clamp mirror small

The classic clip-on mirror in kidney shape from BUMM for Vespa and Lambretta with a small mirror glass.
Trapezoidal shape. Visually very discreet and easy to adjust thanks to the universal mounting option on the leg shield.

This classic is available for:

Mirror BUMM retro leg shield clip-on mirror, colored plastic housing

Universal fitting retro clip-on mirror for classic scooters, mopeds, mopeds. The kidney mirror is Made in Germany by BUMM. Neatly processed mirror in trapezoidal shape with white plastic housing and colored, transparent edge.
Has a plastic housing with a ball head. The clamp is suitable for both round slotted tubes and bead profiles (standard on Vespa).

Article no.: Design
1050138 White, blue, left
1050141 White, blue, right
1050139 White, orange, left
1050142 White, orange, right
1050137 White, red, left
1050140 White, red, right

Mirror FAR leg shield clamp mirror round Ø = 105mm - E3 (E-mark)

Beautiful mirror from FAR in a circular shape and a diameter of 105mm. Available in chrome and black. The leg shield mirror has an E-mark (E3).

This round FAR mirror is available in:

Mirror FAR leg shield clamp mirror trapezoidal

This is a nice alternative to the round mirror from FAR. The trapezoidal FAR chrome mirrors are attached to the leg shield with a screw clamp.

Small grub screws also fix the mirror securely to the edge protection of the leg shield or a slotted tube. The mirror rod is adjustable, the mirror itself can also be slid on the rod and tilted. by means of a ball head.

The mirror is available for the left or right side as well as chrome-plated or in black!

Mirror SKY leg shield clamp mirror chrome round Ø = 105mm

Beautiful, classic round mirror to clamp on the leg shield.
The chrome-plated mirror is fixed with two clamps.
The solid aluminum clamp is ideal for attaching the mirror to the slotted tube of the leg shield. Thanks to the multiple alignment options, the mirror is always quickly brought into the correct position. The stylish cap nuts always clamp the mirror securely and tightly, while the clamp on the mirror body is cushioned in a rubber. The mirror diameter is approx. 10cm, the mirror surface is convex (curved outwards) and thus creates a wide angle. Thus, despite the relatively small mirror surface, a large field of vision can be covered.

Mirror SKY leg shield clamp mirror chrome rectangular 105 x 70mm

The SKY mirror is also available in the angular version: A very beautiful, classic rectangular mirror that can be clamped to the leg shield.
The chrome-plated clamp mirror is fixed with two clamps.
The massive aluminum clamp is ideal for attaching the mirror to the slit tube of the leg shield. Thanks to the multiple alignment options, the mirror is always quickly brought into the correct position. The pretty cap nuts always clamp the mirror securely and tightly, while the clamp is cushioned in a rubber on the mirror body. The mirror dimensions are about 10 x 6 cm, the mirror surface is not so convex compared to our SKY round mirror.


Mirror STADIUM leg shield clip-on mirror, chrome, rectangular

STADIUM mirror MADE IN ENGLAND direct from Caerphilly, Wales, UK.

A real British classic with a long tradition. These legendary clip-on mirrors are made of high-gloss polished stainless steel in top quality and heavy duty. The customers who have consistently rated the mirror at our sim shop top so far, praise the quality and stability of this mirror. Below you can also find a round version of the stadium mirror.

Article no.: Position
7675864 right-wing
7675863 left-wing



Mirror STADIUM leg shield clip-on mirror, chrome, round

Round version of the stadium mirror approx. 100mm in diameter. A real British classic with a long tradition. These legendary clip-on mirrors are made of high-gloss polished stainless steel in top quality and heavy duty. Our customers have so far only rated this mirror positively and love the good adjustability, the optics and the quality of the mirror. Angular version like this


Article no.: Position
7675940 right-wing
7675939 left-wing


Mirror -VICMA leg shield clip-on mirror- chrome

This inexpensive mirror with a top price-performance ratio from VICMA is available from us in 2 sizes and for left and right: 80mm and 105mm, the large 105mm version also has an E-mark.


Article no.: PAGE & SIZE
7676653 right Ø = 80mm
7676656 right Ø = 105m
7675853 left Ø = 80mm
7675854 left Ø = 105mm



Information about Spiegel and the StVZO in Germany

Do i need a mirror on my scooter?

According to StVZO §56, every motor vehicle in Germany, which also includes mopeds, needs at least one mirror attached to the left side of the vehicle.


How many mirrors do I need on my scooter?

The number of mirrors depends on the first registration (EZ):

  • EZ before 01.01.1990 1 mirror on the left
  • Single room from 01.01.1990 up to 100 km / h 1 mirror on the left
  • Single from 01.01.1990 over 100 km / h 2 mirrors


How big does the mirror on my scooter have to be?

The size of the reflective surface must be

  • before EZ 17.06.2003 at least 60cm² (with round mirrors the diameter greater than or equal to 88 mm)
  • according to EZ 17.6.2003 at least 69cm² (with round mirrors the diameter greater than or equal to 94 mm)



Do mirrors on my scooter require a certification mark?

Marked mirrors automatically meet all of the above conditions.

  • For vehicles that are approved according to EC law (from October 01.10.2005st, XNUMX) mirrors with certification marks must be installed.
  • Vehicles with ABE approval (before October 01.10.2005st, XNUMX) only have to use mirrors that meet the above criteria.


Now New!

There are only two original ignitions for the Lambretta lui and Junior series: one for all models with 50 cc displacement 4-pin ignition system from Dansi and for the models with more displacement (lui 75 and J100-125) one 6-pin Ducati ignition.

The power output of both ignitions is very manageable: the Dansi ignition is included 6V / 18 watts and the Ducati version at least with it 6 V / 33 W .

The 50s models have - in a negative sense - absolutely minimal electrics, which usually don't even have a brake light. An upgrade is impossible due to the non-existent performance of this Lambretta alternator.

Comparison of the power output of the ignition systems

Ignition Ducati 6-pin J 100, J 125                  6V / 33W

Ignition Ducati 6-pin lui 75                        6V / 33W

Ignition Dansi 4-pin J 50, lui 50                  6V / 18W

Ignition Vape lui 50-75, J 50-125           12 V / 110 W

vape 80 watts, consider 2.000 U / min

vape 110 watts, consider 6.000 U / min

This means that the new lui and Junior Vape ignition is a more than contemporary update 12V and 110 watts Perfomance. In addition, there is the unbeatable advantage of everyone electronic ignition: There are neither capacitors that burn out nor breakers that are subject to wear. Maintenance work and a weak ignition spark are a thing of the past.
Due to the very high ignition energy at low starting speeds, the vape ignition offers better starting behavior. The CDI is suitable for all original and tuned engines with a static ignition timing.

Thanks to the 12 magnets in the magnet wheel and the 9 coils on the ignition base plate, a high current output is available even at low speeds and the flickering of the light when idling is no longer present. The maximum output of the alternator is 110 watts.

This means that the models with 50 cc displacement can also be perfectly upgraded to the features of the larger models such as high and low beams and a brake light. Additional consumers (USB socket, exhaust gas temperature and the like) are of course no problem either.

The ignition magnet wheel is one-piece, manufactured to a high quality and balanced. The fan blades are CNC milled. The design of the fifteen fan blades has been optimized for higher cooling performance. The weight of the magnet wheel with fan blades is 1,2 kg.

Weight of the pole wheels in comparison

Flywheel Ducati 6-pole (Innocent number 00840134) J 100, J 125 1,35 kg

Polrad Ducati 6-pole (Innocenti number 00860038) lui 75 1,35 kg

Polrad Dansi 4-pole (Innocenti number 00860030) J 50, lui 50 1,4 kg

Polrad Vape with CNC milled fan blades lui 50-75, J 50-125 1,2 kg

Here we have put together the essential components - in addition to the ignition - for converting the on-board electrical system from J 50 to J 100 / J125:

A special feature of the J50 models is the limited space available with the original 50 rear light. A flat LED universal rear light can be the solution here.

When upgrading the lui 50 to lui 75 electrics it looks like this:

The lui 75 terminal board is - so far - only available for the original contact ignitions. When converting to electronic ignitions, all plug connections should be bridged together so that regulated 12 V is available across all of them.

Only green must not be combined with the other colors; here the engine is switched on and off.

The 6 volt horns/buzzers can be retained on all models. However, it is important to avoid honking in the future, otherwise the component will be damaged.

Lui and Junior Vape Ignition:

Holding plates:

Lambretta rear shocker

In 2008 –fifteen years ago- we released one of the very first bgm PRO Lambretta products our rear shocker.

Over the years it got some upgrades and refinements, like rubber bushes for the mounting points. And also some first off ever things like the very clever height adjustment. Copied by many others. The second version of the BGM7772 Black edition was introduced already in 2010 and was so good that we left it untouched until last year.

We had been in contact with Rob Gray of @kickbackgarage fame anyway, then and now. As he offered us his help on redefining the settings of our rear shockers, we did not hesitate one fraction of a second.

The combination of a Lambretta riding suspension technician was hardly to beat, so we provided samples, drawings and everything else he needed and Rob started his mission in improving the setup.

Some new shims and new rebound needle later…

… Rob was happy and did a back to back test against the previously favored rear shocker. And this is Rob's direct comparison:

This super-clever refinements of a real suspension professional lead to a strictly limited edition:

Rob Gray Kick Garage

“The other shock is good but the bgm sample I have followed the road better than it.

 The other is slightly overdamped and still skips and jumps on the road even when set up correctly as high speed compression is too harsh.

 The new bgm has gained some really nice mechanical grip with my mods.

 These are the highlights of the new shock:

  •   Can be set up quite firm without being harsh for faster engines or 2 up.
  •  Rebound control is not just better, but also easier to set up.
  •  The damper shaft might be thinner than on other dampers, but this is good because it doesn`t displace as much oil. This means the oil will not overheat and there is more space for more oil. (win win)
  •  Can be used on Series 1 and 2 and Series 3 without compromising on the stroke length.
  •  The use of more but thinner shims gives more control and the added bonus of pyramid shim stack is that they are progressive. This means that if you hit a hard square edge you automatically have firmer high-speed compression control. A faster movement on the shock gives more support through-out the shock stroke.
  •  We have cured the top-out issue! Yay! No funny noise and better rebound damping.
  •  Because of the shim stack configuration, we do not need to use progressive spring rates. This gives the illusion that the stroke is longer than it is and although we can use the full stroke, it doesn`t bottom out harshly.
  •  I recommend 15-20% say when setting up the shock, and I also recommend just 2-5 turns on the spring preload. 2 =75kg rider 5 =110kg rider. A spring always behaves better under less preload. I used 3 turns but backed it down to 2.5 (82kg with gear) I also have rebound set at 14 clicks from fully open.


At the time of writing five of these only are left and all of them come or came with this note from Rob:

“Thank you for purchasing, what I believe is the best off the shelf, rear shock for your classic Lambretta scooter.

I have combined my knowledge as a suspension technician and scooter rider to enhance and improve the overall ride characteristics.

Only after countless hours of real world, riding on some of the worst Scandinavian back roads was I happy with the final result.

The magic carpet ride quality is sporty but with fantastic small bump compliance.

This gives great mechanical grip, comfortable and confidence inspiring handling.


Enjoy and Happy Scootering.

Rob Gray

- Kick Garage

As the limited Series is gone or will be gone shortly we are happy to announce that this improved inners are available from now on in serial production:

For all the lui – vega – cometa afficinados, we offer the silver / chrome ones in a set with the reduction bushes by our friends from Casa Performance / Rimini Lambretta Center:

Rear shock absorber bgm PRO R12 V3
Silver Edition RGS 300-310mm - Lambretta LUI, VEGA, LUNA, COMETA 

(Probably) the best Lambretta Touring kit around

Crazy how time flies by! Ten years ago in 2013, we were able to send out the first mass produced MBgm RaceTour cylinder kits for our beloved Lambretta scooters.

The project started early 2012 as a joint venture between MB Developments and Scooter Center. Mark Broadhurst had designed the kits and produced for some time in the UK. The production in England was time consuming for Mark as it involved many steps to see the finished kit and that made it very expensive.

The main differences between the UK MB version and the bgm versions are*:

  • The cast cylinders
  • CNC machined
  • Ceramic plated
  • CNC cylinder head with more cooling
  • Standardized port timings

*According to Mark Broadhurst's excellent

Over some beers, mark and we decided to have the RT 195 and 225 kits produced in larger quantities and with a dedicated cylinder head. To cut a long story short the RaceTour kits are considered by many as the best Lambretta Touring kit ever. It is a bulletproof design that gives an ultra-reliable engine with excellent fuel consumption. Therefore, it is not without a reason that even those with much powerful scooters take out their RT kitted bikes for touring or rallying.


Here at SC we had eight pre-production kits for testing, four 65mm and four 70mm ones. That went on different machines on the dyno and afterwards for proper road testing. There were slight differences in the setup and we tested many head designs with different compression ratios all machined by hand from Mark. What amazed us at the samples we had and later on in production is the consistency of our cylinder manufacturer. Over the years we have attended so many customers with hints how to set it up and our packer / spacer ideas always worked out and gave the desired squish clearance


Here you see the Excel sheet with some engine info:


Here are some dyno sheets done during the development and testing period. 


However, it did not go without any problems. Mark as a perfectionist was not totally happy with the tooling; it was simply shipped around the world. Mark than spent 30 hours in modifying the port layout of the inlet, transfers and exhaust port. Job done and ready to go on.

INNER CORES 65mm Lambretta
65 mm
70 mm


When the perfect compression ratio for good power spread and the build-in reliability of the RT kits was defined, the time had come to get specific cylinder heads made. The first attempt with casted blanks from India failed badly because of the porosity they were not able to get of the casted item. So a master plan was needed and we looked into CNC machining of the head. The CNC machine shop across the road from us came into the game and was the solution.

PROPER PACKING RT Lambretta cylinder

The last point was the packing of the kits. It should be safe and also nice and tidy. Easy goal to achieve.

The first proper production kits went funnily out to good friends of us Andy Gillard of (meanwhile) Scooter Nova fame and Markus Wessner from Jockey's pit stop fame. The history proof in our computer system looks like this:

RT225 Lambretta cylinder

RT195 Lambretta cylinder

Who -back then- would ever have thought that eight years later Sticky would come up with THE COMPLETE SPANNER'S LAMBRETTA Kit Book, where he has reviewed and dyno tested all the available Lambretta tuning kits and complete engines.

Here are some quotes from Sticky's Lambretta Kit Book about the MBgm kits:

RT Lambretta cylinder sticky facts

To be honest the RT kits in the beginning had weak spot. Initially they came equipped with a forged piston that caused some problems with the ring pegs. on 12th of June 2016, a Facebook group named Lambretta BGM RT195 problem Appeared.

The ring peg problem that occurred on some, but not all forged pistons caused many head scratching in England and Germany. The solution was to change the supplier for the pistons. With the Italian company Meteor, we have the perfect source for literally indestructible pistons.

End of January 2017 we had finally been supplied by Meteor with our new pistons, started a recall on the old ones, and swopped the old ones against new ones free of charge. An offer that was valid until the end of 2017 and since our Italian friends supplied the pistons we had not seen a single piston failing again.

Neil who started the problem Facebook group re-named the group into Lambretta bgm RT195/225 User Group. By far the best and most vivid group for all technical questions relating to the bgm RT kits. At least the questions that ours fitting instructions for the RT kits and the extended carb jetting leave unanswered.

We are drunk HAPPY BIRTHDAY RT kit and looking forward for lots of more smiles per miles!

MMW Killercase - Bavaria's answer to the subject of the ultimate Lambretta touring engine

CNC machined motor housing -Made In Germany- around the Simonini light aircraft cylinders in the Li family's Lambretta. The Simonini cylinders with 80 mm x 80 mm hole pattern fit, which are available with 70 mm and as Big Bore with 72,8 mm bore.

The specification of the killer case turns the engine concept into an over-touring engine. Even with a 28 mm or 30 mm carburettor and our bgm Big Box Sport, the 30 hp mark on the rear wheel is scratched or exceeded.

Simonini's Mini Evo cylinders are machined to fit under an original Lambretta cylinder hood. In the Killercase, the inlet sits directly above the crankcase and was made for a type RD350 membrane. By placing the intake system above the crankcase and thus the lower connecting rod bearing, the entire engine concept can be operated permanently and without problems at 1:50.

Apart from the engine housing, the cylinder, (due to) the crankshaft and the intake manifold, conventional Lambretta parts are used to build and complete the killer case. So all parts of the Li series can be used. So all Lambretta ignitions fit for dl/ GP cone, fan wheel housing, all drive components, gears and small parts.

The gearbox cover plate is included in the scope of delivery and is fastened with eight M8 screws. With the correct torque (22 Nm), Schnorr washers and Loctite, this is probably the safest solution for finally fastening the gearbox cover plate.

The killer case is constructed like an original case and all parts can be taken over from the conventional Lambretta engine. With the side hood installed, the Lambretta does not look like it has had a fresh cell treatment.

We offer the killer case in conjunction with the Big Bore cylinder (72,8 mm bore) and a crankshaft with a 64 mm stroke, giving you a displacement of 265 ccm.


Our crankshaft with 64 mm stroke, 120 mm connecting rod and 18 mm piston pin is a German-Italian co-production. The crank webs come from Cosmoto from Turin, the connecting rod from Mazzuchelli and is actually for a Fantic 249 Strada. Helmut von pressed, straightened and shortened the crankpins to the right size

The work on each shaft is documented, the shafts are numbered and there is a video for each shaft that documents the round trip.

We also checked the running clearance of all cylinders at Helmut and had them adjusted to 0.05 – 0.06 mm if necessary. Better safe than sorry and so (provided the ignition and, above all, the carburettor settings are correct) the engine is fully gas-proof after half a tank of fuel.

The concept is expressly designed as a stable touring engine with a rev range that is easy to use on the road; with full suitability for everyday use, good consumption values ​​and high compatibility with well-known Lambretta components.

Further advantages of the killer case concept:

  • Deco hole for easy launch
  • Torque from idle
  • A 2% oil admixture is sufficient, as the inlet is located above the crankshaft and the lower connecting rod bearing is already sufficiently lubricated
    Unobtrusive, almost production-like appearance, only visible under the side panels
  • Can be driven without modification of the sheet metal parts and with the standard tank
Lambretta street racer book

This book is the fifth part of the Lambretta technical series by Stuart Owen and deals with all topics related to the construction of a so-called street racer.

88 Seiten
400 Abbildungen
22×0,5×28 cm format

Stuart Owen

Before we get into the details of the book, first a word about the author, Stuart Owen. He became involved in the history of scooters in the mid-80s in England's Midlands through the mod scene. He controls the first meetings in the van of the Birmingham band the E Types! at. But then he went to Scarborough in August 1987 on his first restored Lambretta, a Li 150 Special (Pacemaker).

Lambretta street racers

For a short time Stuart worked for Disco Dez Gran Sport in Birmingham before setting up his own business 100mph Lambretta Club becomes self-employed and deals with almost everything to do with the Lambretta, from rather ingenious restorations to quite uncompromising tuning.

Here you can find more about Stuarts Racing and the countless successes on the racetrack: Click!

In any case, it has absolute cult character Duel against the Ferrari F40:

The restorations built by Stuart and the preserved vehicles, which are worked up with a lot of love and understanding for the original substance, are similarly uncompromising. Among other things, the original Lowline Supertune 666 CRK.


As a technology expert, he has been supporting Scootering Magazine for many years and is happy to share his fairly wide-ranging expert knowledge.

A book -Lambretta street racers - technical series

In this fifth volume of the Lambretta technical series Stuart highlights the special features of the street racer category, also in contrast to custom scooters and explains planning, implementation and the finished result, the ultimate Lambretta street racer.

TUNING RACE – for professionals

Book -Lambretta concessionaires the complete story 1951 to 1971- Stuart Owen

In his book about the Lambretta Concessionaires the specific features of some Lambretta models for the English market are dealt with. And more importantly, it explains how and why the English market for Innocenti is becoming the second most important in the world after Italy:

Adventure Lambretta

In June 2022 we were able to introduce you to the (R)ollersack *original* in the blog and shop. Sabine from (R)roller bag *original* develops luggage that is specifically tailored to the needs of scooter riders.
In the late autumn of last year, very good and long-standing friends of ours made Sardinia unsafe with their Lambrettas. Harald and Markus didn't miss the opportunity to put the sack through its paces.

We have summarized the conclusions of the two test persons here:

Overall rating:

"Finally on the topic of roller sacks.... We both give it 9,5 out of 10 points! The DL driver is over 1,80 and got along very well.”

packing practice:

I had packed all my things in a thin travel bag. I just found that more practical because we changed accommodation every day and it was easier to pack and unpack

Robust and durable:

“The sack makes a very robust impression and despite some abuse, nothing broke. The long shoulder strap has proved its worth, for example when towing on the ferry.

Photo in river

Weather test results in weatherproof:

Because it rained very little, my colleague also did the water test.
There is nothing to complain about here either.

Most important – on the road:

“However, I am most impressed by the handling of the bag. Over 2.000 kilometers in Sardinia and most of them on really winding roads. Unlike with the pockets in the back, you just don't feel the weight.”

And that is exactly what is meant by luggage specifically tailored to the needs of scooter riders.

Here you can find the (R)ollersack *original*:

The black variant will be available again from the beginning of April.

hand in horn

6V and 12V buzzers and horns for the Li family of Lambrettas and their attachment

In view of the 14 years of construction of the Li family - starting with the TV 175 Series 1 in September 1957 and ending with the dl / GP 200 in April 1971 - the variation in horns and buzzers and their attachment to the Lambretta frame is not that confusing.

First of all, it should be mentioned that there is either buzzing (for AC systems with alternating voltage) or horns (for DC systems with direct current to be recognized by the battery). All Lambrettas were originally delivered with 6 V on-board electronics.

When converting to 12 V systems, the original buzzers and horns continue to work without any problems, even with the 12 volts that are now available. But humiliations should be avoided, otherwise they will quit the service sooner or later.

Series 1 and early Series 2 models to July 1960

On all Series 1 and Series 2 models through July 1960 the horn mount is welded directly to the frame and looks like this:

The right horn:

art. Number: CLE66D

Horn -GPM 12V DC
Lambretta LI 150 (Series 1), LI 150 (Series 2), TV 175 (Series 1), TV 175 (Series 2)

is screwed directly to the frame and decoupled from the frame with two rectangular anti-vibration rubbers.

Series 2 from 07/1960 and Series 3 up to the end of 1967

During the construction of the Series 2, the attachment of the horn was changed. The welded bracket with two bolts is replaced with a rectangular block with an M8 stud. A retaining plate, often called a Y-bracket, is attached to this. And the original looks like this:

This special retaining plate was not available as a repro for a long time, Timo from TD Customs took care of it and supplies us with it:
Bracket Horn -TD-Customs
Lambretta LI (Series 2), TV (Series 2) -> 07/1960

art. Number: 3333492

We already know the corresponding horn:
Horn -GPM 12V DC
Lambretta LI 150 (Series 1), LI 150 (Series 2), TV 175 (Series 1), TV 175 (Series 2)

art. Number: CLE66D

Since the mounting of the late Series 2 is known to be identical to the Series 3, the Series 3 retaining plate can also be used with the corresponding horn. The retaining plate in the series comes much closer to the name Y-Bracket:

and using this part:

fastened to the frame with M8 nut and corrugated washer on the stud.

art. Number: 7672861

Horns (or buzzers) suitable for the holder are available in 6 V and 12 V:

Horn (buzzer) CASA LAMBRETTA 6V/12V AC
Lambretta LI, LIS, SX, TV (Series 2-3)

Horn -GPM 6V DC
Lambretta LI, LIS, SX, TV (Series 2-3)

Horn -GPM 12V DC
Lambretta LI, LIS, SX, TV (Series 2-3)

Series 3 from 1968 and dl / GP

At the end of 1967, i.e. in 1968, the attachment was simplified and the Y-bracket was replaced by a bracket welded to the frame.

In order to decouple the horn from vibrations, the holes in the retaining plate on the horn are enlarged and special Allen screws and vibration rubbers and washers are used.

Here the horn with the anti-vibration rubbers:

Found for alternating current (AC) and direct current (DC) electrical systems:

Horn -GPM 6V/12V DC
Lambretta LIS (1968-), SX (1968-), DL, GP

Horn -GPM 6V/12V AC
Lambretta LIS (1968-), SX (1968-), DL, GP

You can find the screws here:

And this is what it looks like installed on a preserved dl 200:

The background probably doesn't seem unfamiliar to the inclined Lambretta connoisseur.

Many thanks to Markus for the image rights.

And now something about big horns. Originally, the real horns (i.e. the DC things) had a larger diameter. Namely 85mm. Occasionally we also get those from Casa Lambretta:

Horn -GPM 6V/12V DC
Lambretta LIS (1968-), SX (1968-), DL, GP

Horn -GPM 6V/12V AC
Lambretta LIS (1968-), SX (1968-), DL, GP

After the season is before the season! During the season, we are all totally focused on processing orders quickly and shipping them the same day. In winter you can do work that you don't have time for during the season.

There was recently the revision and the filling of the gaps in our Lambretta explosion drawings on the list. Below is a small before and after comparison of the lui / vega / cometa and the Junior series.

For almost all Lambretta models, there is a model history in the shop in which the origin and special features are explained, but the most important vehicle data are also summarized:

Lambretta models

The measured values can be transferred to a PC via the exploded can be searched particularly well for parts of the individual assemblies:

In the small Lambrettas, which are becoming increasingly popular, you can see the before and after effect particularly well:

You can find all this and much more here:

Tools not only please the heart of a screwdriver, with the right tool the work is also easier to do.

Contrary to the usual myth that you need tons of special tools for the Lambretta, only a few tools are really essential.

ESSENTIALS CATEGORY It doesn't work without them

Allen key bgm PRO 3.5mm

Unusual size and used for the clamping nipples on the gearshift and clutch. The bgm key comes with a practical ball head. This means that the rear shift cable can also be reached when the clutch cable is attached and without a special control block.



Rotor puller M27x1,25

(A – D, LI, LIS, SX, TV, DL, GP, J, Lui) 

Rotor puller M30 x 1,5

(motor place ignition)

Flywheel holder 2+3 windows

LI, LIS, SX, TV, DL, GP, Lui, J50-125

Flywheel holder for flywheel bgm PRO

LI, LIS, SX, TV, GP, DL with 29cm

Rotor holder Casatronic (IDM ignition) 


Rotor holder Casatronic (Ducati ignition


Flywheel puller and suitable holders are the only way to remove the flywheel from the cone of the crankshaft. This is required for all work on the ignition system. But also if you want or need to penetrate deeper into the innards of the engine.

The flywheel holder 2+3 windows is intended for all original Innocenti and Indian flywheels with the corresponding recesses.

The bgm PRO pole wheel has an external hexagon on which the corresponding holder is attached. The holder is supported on the nut of the large silent blocks to hold it up.

There are two variants of the Casatronic ignition, one based on the IDM ignition and the current variant manufactured by Ducati Energia. The pole wheels are blocked with two or three pins on the pole wheel with the appropriate holder.


Clutch compressor bgm PRO 

LI, LIS, SX, TV (Series 2-3), DL, GP, J, Lui 

Clutch compressor

LI, LIS, SX, TV (Series 2-3), DL, GP, J, Lui 

Coupling holder 

LI, LIS, SX, TV (Series 2-3), DL, GP 

Both of them are irreplaceable. The compressor is used to relieve the circlip on the Lambretta clutch. After removing the ring, the coupling can be removed.
The clutch nut is tightened with 66 - 74 Nm. For both loosening and tightening the nut, the clutch basket should be blocked with the appropriate tool/holder.

brake drum puller


LI, LIS, SX, TV, DL, GP             





In the mid-1960s the design of the brake drum was changed. At this point, the Series 2 will have three M7 threads instead of the two M6 threads previously used. This goes hand in hand with the use of the retaining ring for the cap nut on the main shaft/brake drum. Our pullers come with both M6 and M7 screws to hold the puller in place. If it is attached to the brake drum, the brake drum is pressed by the main shaft via the large central screw.

The OEM quality of the puller works, but is not the best in terms of haptics.

Casa Lambretta offers the tool in a beautiful workshop quality and it corresponds to the original Innocenti tool.

MBD has optimized the original design and features knurling on the outer edge and a ball in the tip of the central screw. This fits into the recess on the mainshaft and is intended to prevent any damage.

Headset mounting wrench MBD

LI, LIS, SX, TV, DL, GP, J, Lui 

The MBD key for the headset bearing is perfectly adapted to the Lambretta. The holder for countering is separated according to the conditions of the Lambretta.

fork spring compressor


LI, LIS, SX, TV, DL, GP             





The compressor for the springs in the fork is used to overhaul the fork. Neither the fork links nor the springs and their spring guide rods can be removed from the fork without compressing the springs. 

Both the Casa Lambretta and the MB compressor are based on the original design of the tool. This is sometimes a bit difficult to handle and a third or even fourth helping hand is usually not bad.

The OEM design, on the other hand, is screwed to the fork and handling is very easy and time-efficient. So here: clear purchase recommendation for OEMs.

Silent block assembly tool bgm PRO


The silent blocks can only be changed with the appropriate tool and with a sufficiently heated engine housing. The bgm tool for this is a solid turned construction.


crankshaft pulling sleeve 

LI, LIS, SX, TV, DL, GP             

connecting rod locking tool

LI, LIS, SX, TV (Series 2-3), DL, GP, J50, J100, J125, Lui 50-75

Crankshaft removal tool -MBD


Crankshaft pulling tool 


It is best to pull the crankshaft into the bearing on the drive side. The original drive sleeve with the screw for the front sprocket can be used for this.

The pull-in sleeve is a length-optimized version of the original drive sleeve and offers comfort and speed when screwing. In both versions, the crankshaft must be fixed (e.g. with a connecting rod locking tool.

The Casa Performance version is a rather ingenious further development, in which the crankshaft does not have to be blocked and the shaft is drawn particularly gently into the bearing seat.

The MB tool is still the first choice for dismantling the crankshaft. It is screwed onto the motor housing and then the shaft can simply be pushed out of the bearing seat

Video CP tool

MB Developments

The MB Tools are still the first choice for crankshaft disassembly. It is screwed onto the motor housing and then the crank can simply be pushed out of the bearing seat.

Crankshaft drive sleeve puller

Exact copy of the original Innocenti tool. This allows tightly seated drive sleeves to be gently pushed off the crankshaft. The drive sleeve has two holes on the outer end for using the tool. The sleeve and tool are connected to each other with the two knurled screws on the side and then the sleeve is pressed off the crankshaft stump using the toggle.

LI, LIS, SX, TV (series2,3), DL, GP             

Main shaft assembly tool

Before installing the gear backlash, it is important that the countershaft is fully torqued into the rear hub bearing. This can be done with the rear brake hub fixed. An alternative to this is Mark Broadhurst's final drive sleeve tool. Once the layshaft is in place, insert the sleeve by locking the socket head cap screw into the layshaft grooves, fitting the special nut provided, holding the sleeve with a wrench and tightening the nut until the layshaft is pulled into place with the correct torque is.

LI, LIS, SX, TV (Series 2-3), DL, GP, J50, J100, J125, Lui 50-75

Determination of top dead center and ignition timing

The dial gauges and brackets, which are mounted in place of the cylinder head, are precision measuring tools for determining top dead center and ignition timing. A good choice if you already have an engine on the workbench or engine stand. If you need to do ignition timing with the engine installed, it may be easier to use the buzzwangle, beluga, or similar methods.

BUZZWANGLE from Sticky

The buzzwangle tool is a brilliant idea from the sticky. A digital degree disc can be clamped onto the threads for the flywheel puller using an adapter with four mounts. Thus, the digital angle dial gauge is immovably attached and both the ignition point and the control times can be determined and adjusted to an accuracy of 0,1°.

Fits all Lambretta Innocenti models and their derivatives. Just like on most Vespa and Piaggio models.

It's best if you just watch the video

NEW the video is also available with a German soundtrack


degree disk bgm          

Ignition timing calipers

Series 1-3

Dial indicator holder MB


Dial indicator with holder bgm


dial gauge bgm


dial gauge holder bgm


Feeler gauge bgm          

Feeler gauge 

The feeler gauge is great for setting contact breaker or gear backlash.

Feeler gauge Toptul


Spark plug wrench bgm PRO SW21mm/13mm

LI, LIS, SX, TV, DL, GP, Lui, Junior

The Li family's spark plug accessibility isn't the best. The original spark plug wrench fits, of course, but has the disadvantage that removing a hot spark plug can result in burnt fingers. With the bgm part, the candle can easily be completely unscrewed by hand after loosening. And not only that, an integrated magnet holds the candle securely in the key. There are guaranteed no burnt fingers here.

19,90 €

Assembly stand bgm PRO

Lambretta Series 1-3

Replaces the engine for assembly work. The assembly stand is screwed to the frame via the shock absorber attachment and the engine bolt. The scooter can then be maneuvered as if the engine were inside. Suitable both for keeping the scooter mobile and upright while the engine is on the operating table or for setting up the Lambretta after the preparation or painting when the engine is not yet ready.

109,00 €

Rivet hammer for lettering

Lambretta A, B, C, LC, D, LD, LI, SX, TV, DL, GP, J, Lui

All lettering with pins on the back for attachment can be professionally attached. The pins on the lettering should be shortened so that they protrude by only 2 mm. A top tip from Dean from the Sticky Manual is to drill out the pins of the lettering. For reference page 203 Sticky Manual.

8,90 €

Rivet hammer for rivet luggage compartment lock


All lettering with pins on the back for attachment can be professionally attached. The pins on the lettering should be shortened so that they protrude by only 2 mm. A top tip from Dean from the Sticky Manual is to drill out the pins of the lettering. For reference page 203 Sticky Manual.

11,95 €

Mounting tool shifter claw bgm PRO 'ball crusher'


The ball crusher is a cleverly designed tool. With it, the shift balls and spring can be easily and conveniently installed in the main shaft. Without this tool, installing the shift dog can be a real game of patience. Simultaneously get the balls in position on both sides and enough preload without being shot into the endless expanses of the workshop by the switching spring?

Threaded bushing MB

This thread insert is intended for repairing damaged threads on Lambretta engine cases. Easy and saves welding a case.

Threaded socket M10 x M6   

Threaded socket M10 x M7

Threaded socket M10 x M8


Stud mounting tool

Clever tool from BGM for installing stud bolts without damaging them.
Screw the BGM Pro tool onto the stud bolt and counter with the integrated hexagon socket screw. It is braced with the thread of the stud bolt. Now turn the outer wrench flat. The stud bolt is fixed and is loosened or screwed in. Make sure that the counter-locking is sufficiently strong so that the tool does not come loose.

Ideal for short bolts (such as Lambretta gearbox covers).
The required minimum length of grippable stud thread is:

  • M6 / /M7 = 6,5mm
  • M8 = 9mm

Available individually or as a set.
Also available for the rare thread size M7!

Required additional tool:

  • Combination wrench: SW19
  • Allen key: 6mm

NOTE: Please note that stud bolts glued in with screw adhesive/Loctite often have a very high breakaway torque. Here you should first try to heat the stud(s) or the housing around it in order to loosen the adhesive connection.

Stud assembly tool M6 x 1.00mm   

Stud assembly tool M7 x 1.00mm 

Stud assembly tool M8 x 1.25mm 


tool bags

Tool bag without tools CASA LAMBRETTA    


Tool bag including on-board tools  CASA LAMBRETTA



LI (Series1-3)


Tool bag without tools