News on Vespa topics

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.

It's always nice to meet friends and that was when Scooter Center-Team on the EICMA 2022 the case. Here is some news that caught our attention:

New Vespa models

Piaggio proudly presented the new 2023 model years, which will win many new fans with some new, visible and invisible features. 
The most prominent model is of course the GTS300.
TECHNOLOGY
We can already say in advance: It drives better than ever! Piaggio has finally dedicated itself to the subject of chassis and has now made it much more stable and active. This is accompanied by a new front wheel suspension including a new supplier for the brake components. Nissin from Japan is now on board here and is responsible for a befitting delay. The front shock absorber of the GTS models differs again from the previous models, which brings us to the third stage of evolution. Interestingly, Piaggio has retained the previous fork/brake type for the new GTV models (recognizable by the headlight on the fender). In line with the spirit of the times, a keyless go system has now been rolled out on the GTS/GTV platforms. With that, the conventional key is history. It was replaced by a pure transponder (key fob) that can be used to start and unlock the vehicle when approaching via a rotary knob in the position of the former mechanical steering lock. The engine corresponds to the Euro5 engine which is already known from the previous model years. The models generally known as HPE, which brought a decent increase in performance compared to the Euro4 models, are used unchanged, i.e. with full power (23,8 hp at 8.250 rpm), in the 2023 models. 

EXTERIOR/VISUAL
Externally, the new GTS models can only be distinguished from last year's models with a trained eye. However, Piaggio has hardly left a part untouched, so that the term facelift at this point would not do justice to Piaggio's effort. The clear identification feature of the GTS300 Bj.2023 are the switch units separated from the handlebars and the slightly exposed license plate light. The well-known division into GTS, GTS Super, GTS SuperSport and GTS SuperTech has been retained. While the first three versions are more to be understood as color variants, the SuperTech models also stand out technically with a large TFT display instead of the classic instrument landscape. In order not to lose touch in times of mandatory constant communication, Piaggio offers its new connectivity system MIA as an option. A concession to activate new target groups and to give the vehicle class further features, away from the purpose of a pure means of transport. Certainly a good idea to be able to place the GTS models even more fully and comprehensively on the market. 

Vespa 946 10° Anniversary

The famous 946 models were also presented in a new guise. Always designed less as a technology and more as an image bearer, the 946 is both extroverted and a homage to the company's own history. The fact that with the 946 models Piaggio has strayed very far from the original idea of ​​the simple but robust everyday vehicle is not at all an issue here. On the contrary, the 946 embodies that archetype scooter that any child would paint. This is more than any marketing department of other manufacturers even dares to dream of. Appropriately, Piaggio has dipped the 946 in a beautiful shade of green that is distantly related to the first paintwork of the models from over 70 years ago. In contrast to the GTS models, the 946 models therefore appeal more to artistic finesse, to whom an individual vehicle concept means more than explicitly good driving performance. For this reason, Piaggio has not yet given the 946 models a keyless go, but still relies on the good old key technology. To compensate, it has a modern LCD display and an LED headlight. The 946 models are offered with 125cc and 150cc.

 Vespa GTV

The new GTV models have undergone major visual changes than their GTS brothers. The handlebar fairing as well as the handlebar itself have been completely redesigned. Together with the sports seat including the new cover made of plastic (screwed/removable) and the decorative stripes, a beautiful nostalgic race look is offered, almost retro sport from the factory. With the front wheel fork, Piaggio stayed with the previously produced type so that the retrofit parts (shock absorbers) already available for these models also fit. However, keyless go is also already on board here and makes the GTV a reliable and easy-to-use commuter with a touch of avant-garde. The USB connection, LED headlights and the digital speedometer round off the picture of the modern oldie perfectly.

GTS Supersport 300 HPE ABS ASR

New SpecialModel: Primavera Color Vibe 

The color vibe special models of the Primavera models impress with a modern appearance that Piaggio has created with a simple but very effective trick. A completely different vehicle line is implied by a horizontally applied decorative color tone, which deliberately contrasts strongly with the rest of the vehicle paintwork. This makes the Primavera models appear much sportier and more pleasing. Attached to the side, the engine displacement is also a nice gimmick. The color vibe models are available in 50cc, 125cc and 150cc versions.

Vespa Primavera Color Vibe 125 i-get ABS 

Pinasco

Pinasco is still busy and always inspires with new products. The latest hit is the 244/252cc cylinder which was designed for a standard engine housing. Undoubtedly, the already legendary Quattrini M244 was the inspiration here, with its huge success in 2015 no one expected would have; Too expensive, too exclusive. Pinasco has now also dared to interpret the topic of maximum cubic capacity for the series housing. Here, too, a cylinder is used that no longer has a cylinder base that has to dip into the motor housing. This allows the size of the cylinder bore to be increased to a whopping 72mm (series 66.5mm) without having to rework the engine housing. However, a crankshaft with a significantly longer connecting rod (130mm vs. 110mm series) is absolutely necessary for this, as the channels are located significantly further up in the cylinder. A big difference to the Quattrini M244 cylinder is the intake control. The Pinasco cylinder has a large cylinder inlet which is fired by an intake manifold with a membrane. This makes you completely independent of an intake control via the engine housing. Pinasco will offer matching crankshafts with 60 and 62mm stroke. The connecting rod length is 130mm. According to Pinasco, if a Pinasco engine housing is used, there is no need to spin the crankcase for the crankshafts. This step would only be necessary for original Piaggio motor housings.

New PX200 cylinder kit 252cc 

The cylinder with side outlets is also shown here. These are probably omitted in series production.

Piston 72mm diameter

Clutch bell for Ciao/SI

Cylinder kit for Honda SH300

Motor housing Pinasco Smallframe

Now with a multi-drilling pattern suitable for many cylinders 'out of the box'

Pinasco Eureka

A special feature at the Pinasco stand was the E-conversion kit for the Vespa, dubbed Eureka Smallframemodels.
The solution patented by Pinasco envisages replacing only the crankshaft and the cylinder. The cylinder is replaced by an electric motor with a vertical output shaft. The replacement for the crankshaft, on the other hand, absorbs the power of the engine via spur gearing and transmits it conventionally to the clutch. The scooter can be operated as usual (coupling, shifting, accelerating, uhh, giving electricity).

Polini

New ECU for GTS 300 Euro 5

Polini offers a new cylinder kit including ECU unit for the GTS300 Euro5 models. With this, the injection quantity/time can be adjusted within a certain framework to the installation situation (modified exhaust, air filter, etc.) by simply adjusting a potentiometer.

New exhaust Vespa Sprint

Polini now also offers their popular 'original box' exhaust system for older engine generations such as the Vespa Sprint. With these models, the exhaust is only fixed to a screw on the engine block. Polini has therefore modified and strengthened the bracket. The end tube was also lengthened. This appears to be smaller than in conventional systems. As soon as we have the new systems in the program, we will mention this detail in the shop. It is also unclear whether the main stand of the Sprint models can fold in unhindered. An often voiced point of criticism of the previous Polini systems which were used on the Sprint/Rally models. Apparently Polini only offers the modified exhaust for the small engine blocks (125-150cc).

 

Dell'Orto

New Lambrettas

Lambretta celebrates its 75th anniversary at EICMA 2022. It is presented with a modern range in different shifts and trendy colors.

Lambretta G350 Special

Lambretta X125

Lambretta V Special

Italjet

Sport Scooter Dragster 500 GP

Italjet has presented its new GP500 model to the public for the first time and shows that motorcycles and scooters are getting closer and closer. A full 450ccm with 43 hp and a six-speed foot switch were paired with a squat and very attractive-looking raw frame including scooter-typical fairing and, for the range of services, rather small tires. According to Italjet, the GP500 should be fast at a whopping 185km/h. For us a real cracker that could certainly take on the legacy of the Gilera Runner 180.

 and some more italjet beauties

GENTLE ON THE FRAME AND NO MORE CRACKS IN THE RUNNING BOARD

A footboard cracked by the constant, unchecked folding of the main stand is something we all want to avoid.

Center stand -BGM PRO Soft Stop

The Soft Stop main stand comes with special stand plates. This means that there is no longer any contact between the base of the stand and the running board - cracks in the running board area are a thing of the past and the frame is also protected.

NEW Version V2

The soft stop is now available with an adjustable stop, the thread allows you to adjust how high the main stand can fold in.

STOP RUBBER:

When good things get even better!

Vespa Largeframe (10 ″) Chromium BGM4950N

Vespa Largeframe (8 ″) Chromium BGM4970

Vespa Smallframe Chromium BGM4960N

Vespa Largeframe (10 ″) Black BGM4951N

Vespa Largeframe (8 ″) Black  BGM4971

Vespa Smallframe Black BGM4961N

Vespa Largeframe (10 ″) galvanized BGM4952N

Vespa Largeframe (8 ″) galvanized BGM4972

Vespa Smallframe galvanized BGM4962N

Patrick tells us a little about what this great event was:

“From Gourlizon, if it rains, we go to Douarnenez to have lunch at a member of our scooter club's restaurant, where we are on the road with 38 motorcycles due to the bad weather forecast and drive to the sea at Penhors in the afternoon. On Sunday morning we ride 80 km along the sea towards “La pointe du raz”, stop in Audierne and eat at the “taverne des troll” in Pont Croix, during the meal we go up to the prizes of the rally, best route the street.

Have a very good weekend, thank you Scooter Center for the goodies!”

 

Thank you Patrick and greetings to all friends of: Vsck Vespa Kemper

Exit

During my visit to Robin Davy I took the time to get to know the city of Munich better, but it's not a complete trip without a Vespa ride!
So the good Mitschl Kelle lent me his Vespa T5 and organized a wonderful trip with Vespa Clubs from Munich, who met in front of the impressive architecture of the Königsplatz.

I ran lucky enough to have members from three of the most representative clubs in Munich and more broadly Germany participating in the round:

With a long tradition since the 50s and resumed in 2013, the Vespa Club Munich deals exclusively with Vespas that correspond to the classic origin of the first hour. 

The Vespa Cowboys Germany was founded in 2013 and already had 2018 connected countries in 14 with a great sense of community. Even Colombia, my home country, has its chapter Vespa Cowboys Colombia.

And with the performance of historical Vespa acrobatics: the Vespa classic car friends Munich which both Robin Davy and Kelle belong to and whose show I was lucky enough to see at the Vespa World Days in Celle 2017.

And in case you're wondering what it's like to ride with the members of the Vespa Oldtimerfreunde München who are part of the acrobatics team...

As always, it's a dream to share my hobby with such nice people and see their wonderful scooters, plus I'm very honored because it's not very common for clubs to organize rides together.

Thanks guys and see you next time!!!

Pictures

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.

Swing arm bearing axle brake pad bolt Vespa Largefram Wideframe BGM4311 BGM4310

HQ suspension components made in Germany by BGM PRO for Vespa Wideframe / Largeframe

Piaggio is known to many 'only' as the world's largest scooter manufacturer. The Vespa, as Piaggio's most outstanding brand, has had a lasting impact on the image of the Pontedera-based company. Originally, however, Piaggio also built railway wagons, ships and very successful aircraft engines (around 1940, double star 18-cylinder P.XV with multi-stage turbocharging, 1500hp takeoff power) as well as very innovative aircraft (1938, P.111 with pressurized cabin for a service ceiling of 12000m !) produced. The Piaggio Aerospace Group continues to build innovative aircraft such as the P180 Avanti on the beautiful Italian Riviera. The fastest twin turbo prop machine in the world with a cruising speed of 600km/h.

SIMPLE BUT GENIUS

What does all this have to do with chassis parts for old Vespa scooters? Piaggio has always been high tech. You often hear disrespectful things like, 'the Italians just took what was lying in the corner'. Piaggio's greatest achievement, however, is the one that is almost completely unnoticed: the highest possible technical simplification with maximum efficiency, stability and the best economy. One of Piaggio's secrets, why the group is so successful to this day. Many things about Vespa scooters are brilliant technical solutions precisely because they are so simple. However, the structural performance behind it is usually significantly higher than with a more complex solution. The one-sided front wheel suspension, as used in a simple form on the Piaggio P148/149 training aircraft, is a good example of this.

AHEAD TO THE PAST

The one-sided wheel suspension enables quick wheel removal, has fewer parts than a two-sided wheel control and is also designed to be so stable that even generations later can continue to use the material and also often put much more stress on it than originally intended. Who would have thought during the construction of the front swing arm in Piaggio's engineering office that 60 years later(!) people would still be driving around twice as fast with this material and sometimes with 5-6 times the engine power? It's hard to imagine that someone will be driving around with today's Vespa GTS300 in 60 years with 100 hp and 240 km/h, isn't it? The fact that all of this works wonderfully is thanks to the technical foresight of the Piaggio designers, who still worked with the product quality standards of the time and multiple guarantees with regard to the component dimensions. So the old original Piaggio parts are still a 'bench' in terms of dimensional accuracy and resilience (a fact that unfortunately can no longer be fully applied to today's original parts).

ORIGIN & QUALITY

But what to do if the original part is damaged, worn out or even missing? Clear case, a new part is needed. However, many parts for early Vespa models are no longer available from Piaggio. Fortunately, the Vespa fever is a worldwide phenomenon and therefore the sources for spare parts are limitless in the best sense of the word. A fact that also raises problems at the same time... True to the motto 'many cooks spoil the broth', the qualitative selection of a product is also blessed with many pitfalls. Regardless of whether a repro component comes from Italy, the Far East or Germany, the quality has to be right.
However, some parts are often only available from a single source and then it's 'take it or leave it'? Shouldn't you offer a product at all because it doesn't quite match the quality of the original? Or do you sell it and point it out, at the risk that the pointer will not be noticed and a bad product review will follow?
A situation that is unsatisfactory for all parties. This also applies to the highly stressed components on the old Vespa steering tubes and swing arm.

THE SOLUTION FROM BGM PRO

Our solution: We analyse, measure and draw new components exactly according to the original Piaggio model and have them precisely manufactured in Germany by a specialized company. In doing so, we go one step further than Piaggio did back then. Not only do we use higher quality material, we also have it heat treated...

Swing arm bearing axle brake pad bolt Vespa Largefram Wideframe BGM4311 BGM4310

SWINGARM PIVOT (BGM4310 for Vespa Wideframe/Largeframe 1953-1962)

Suitable for Vespa Wideframe VM, VN, VL, VB, GS 150 (VS1-5T), Largeframe VNA, VNB1-4, VNB5T (-026920), VBA, VBB1T, VBB2T (-212455), Vespa GL (VLA1T, -067468)

A difficult word to read and yet so important. This component connects the steel steering tube (also known as the head tube or fork) with the aluminum swing arm. The latter guides the wheel and also connects the damping/suspension to the steering tube. Any wheel force, any steering movement, any up and down movement of the wheel is transmitted via this axle.
In order to not only do justice to all of this, but also to take care of today's demands, we have the BGM PRO swing arm bearing axles made of high-strength premium steel (1.4112 alternative designation X90CrMoV18). We attach great importance to precise compliance with dimensional accuracy. The axes are precision turned to a surface finish of 0.2-0.4RA:

The material quality, surface and corrosion resistance would already make the axle stand out from any mass-produced product and even from an original Piaggio part.
However, we also have the axles plasma-nitrided. This gives the axles a harder surface and the bearing points will certainly not run in over the life of the scooter. The nitration also gives them their characteristic matt coloring (however, this can also be polished away). In summary, the BGM PRO swing arm bearing axles are without exaggeration the best on the market and, with their high quality, offer great security, especially for performance-enhanced vehicles.
The dynamic loads on a vehicle often do not increase linearly with speed, but often even quadratically. If you drive a vehicle twice as fast as originally intended by the manufacturer, you can generate loads that are four times as high. Another reason to be on the safe side with the BGM PRO swingarm bearing axle.

BRAKE PAD BOLT (BGM4311 for Vespa Wideframe/Largeframe 1949-1962)

Suitable for Vespa Wideframe V1, V11-15, V30-33, VM, VN, VL, VB, GS 150 (VS1-5T), Largeframe VNA, VNB1-4, VNB5T (-026920), VBA, VBB1T, VBB2T (-212455), Vespa GL (VLA1T, -067468)

What sounds relatively harmless here is also a component that deserves closer attention. The pad bolt is much more than its name would suggest. It forms the support for the chassis spring on the swing arm. Where relatively soft springs were used at the factory, today there are taut sport springs and greatly increased speeds as well as often one or the other stunt, such as riding on the rear wheel. The often rough touchdown of the front wheel after such a wheelie makes it difficult for the brake pad bolt. It is not particularly large ex works, but it has a grease nipple. This can be used to regularly lubricate the highly stressed point between the spring retainer and the brake pad bolt. This should also be done as far as possible, but how many people with such vehicles do you know who even have a grease gun that is necessary for such purposes?
That is why the same effort was put into this as with the swingarm bearing axle; Extremely high-quality material whose surface has been further refined to be even more durable than the original component. In the case of the bolts for the later models with clamping plates (from around 1969) we have also eliminated another annoyance of many replica bolts; The lack of dimensional accuracy with regard to the length of the bolts and the inappropriate shape of the recess in the clamping plate. Many bolts are often a few tenths of a millimeter too long or short. This is solved once and for all with the BGM PRO brake pad bolt:

This is always the right length*. Actually everything is a matter of course, but in the case of cheap reproductions, they go over the edge for cost reasons. Like the swingarm bearing axle, the brake pad bolt is also finely turned from high-strength premium steel (1.4112 alternative designation X90CrMoV18) and then plasma-nitrided. With these products, we want to give a new face to the sometimes overused phrase 'Made in Germany'. That this is not possible at prices like in the Far East can certainly be understood. In return, we can offer a product that is unique and of extremely high quality, and we are sure that every customer will enjoy it as much as we do.

*NOTE: Spanish (Motovespa) and French (ACMA) vehicles have a slightly different length measurement at the pad stud. Here the fastening nut can be lined with an M8x1mm washer to guarantee a perfect frictional connection.

 

The swing arm pivot and brake pad bolts for the later models (Largeframe 1963-1979) will follow in the coming weeks!

 

BGM4310- swingarm pivot Vespa 1953-1962

 

BGM4311- Pad bolt Vespa 1949-1962

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

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.

Lakers

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

In the fourth part of our little blog series let's make the following changes to our test engine:

The cylinder is at the foot with two 1mm Spacers Raised by a further 2mm compared to construction stage 0.5. This changes the control angle of the transfer channels from 124 ° to 126 °. Milling is used to adjust the outlet to a control angle of 190 °. For this purpose, the outlet in the cylinder was raised by 1.8mm. The outlet width remains unchanged at 57%.

 

The first attempts are made with the Elron

 

A little more nervous exhaust systems would show a clear shift in the direction of performance with the changes made, but the Elron is almost unimpressed by the specifications of the cylinder and retains control over the characteristics of the engine. A slight increase in the maximum values ​​after the decimal point only indicates that the Elron has noticed that the cylinder is sending a clearer signal through the exhaust. However, the maximum torque remains at the same level as in the first construction stage.
The available speed range is reduced by 500 rpm to 3540 rpm.

 

Polini box

 

As a box exhaust, the Polini exhaust system reacts as expected. Similar to the Elron, the can from Italy only shows small reactions. The lower effective compression makes the curve dip somewhat in the increase between 4000rpm and 6200rpm. The system implements the slightly increased time cross-section at the outlet window with a gain of just over one horsepower at its peak.
The maximum torque remains the same at 35.2Nm and only shifts by a few hundred revolutions in the direction of higher speeds.
With a bandwidth of 3800 revolutions, the Polini system is slightly behind position 2, but this experiment shows that the box does not necessarily prefer the very small control angles. In direct comparison to construction stage 1, the bandwidth and maximum values ​​have increased significantly.

 

 

 

JL left hand / JL performance

 

Our test subject had a short break in the previous construction phase, due to appointments away from home; but now plays again in the third construction stage. Therefore, here is the comparison between levels 1 and 2.
So that it is also very clear how clearly an exhaust can behave when it is operated from other control angles. JL, who is considered good-natured, turns out to be a very approachable partner in search of performance.
At the top, the JL provides almost five and a half more horses and climbs over the 36PS line in the graph. The torque remains at 32.6Nm at the same level as in the first attempt. However, the torque extends over a much wider range - beyond 7000rpm. The performance peak is reached with 36.4PS at 8400rpm. The JL falls below the 25 HP line considered in the bandwidth only beyond 9600 rpm and can therefore not be described as a lazy speed. In general, the graph shifts significantly in the direction of higher speeds. With a bandwidth of only 3400 revolutions, the JL even lags behind the Elron and brings up the rear in terms of bandwidth in this construction stage.

 

Scooter and Service Newline

 

The angular power man from the north feels right at home in this expansion stage and takes two top marks with him.
There are no notable changes in the rise in the newline, but it does quite a bit due to the larger advance angle in the engine speed range. With 37.3Nm, it takes the top position in terms of torque in the third construction stage. The available speed range is narrower compared to the previous tests, but here too the Newline achieves a range of 4000 revolutions. With these values, considerations germinate after a longer primary with 24-60 ...

 

Nessie

 

Similar to the Elron, the Seemonster from Posch Performance is not quite sure what to do with the changed steering angle. The maximum torque remains the same and the peak power increases by one horsepower. While the Nessie was way ahead in level 1 with 4300 revs in the range, the available rev range in level three goes a bit to the diving station and is in the upper midfield with 3700 revs.

 

 

 

Racing Resi

 

Racing Resi tastes the changes better. Rather attached to the higher steering angles, the Resi develops one more horsepower at the top and adds torque, which hardly affects the bandwidth on the 25HP line. In absolute terms, the Resi holds the position of the highest peak performance at this level with 38.9PS. We are slowly approaching the 40 HP brand with the expansion stages.

 

 

Lakers

 

 

With 126 ° to 190 ° the Lakers is not yet in its comfort zone. Although it also clearly converts the changed control angle into performance. With 38.4PS at the top, it is only just behind the Resi. With a speed range of 3700 revolutions, which now extends to 10.100rpm, the Lakers shows where the journey can go with suitable peripherals.

Here in the overview the results. Best values ​​are highlighted in green.

What happens to a Vespa that has crossed a whole continent in 22 months and driven 72.000 km with a full load - over 100 kg of luggage alone - over all kinds of roads?

We are always excited when someone shows up with a great adventure and see with great interest how they are prepared for this trip and are curious to see which parts can withstand the stresses best. Rarely do we get the chance to see the wear and tear of every part after a great trip.

Atze's adventure with Vesparicana is a very good example of this. He was with different people back then bgm Parts traveled and after this adventure and years later Jan visited us at SC to show us these parts.

Jan is the mechanic of Atze and his Vespa Elsi and he knows exactly which pieces deserve to rest. Like the bgm shock absorberthat was installed on Elsi. Due to the heavy luggage, the frame warped in the area of ​​the upper shock absorber mount. As a result, the shock absorber's reservoir was in permanent contact with the chassis. Through the work of the damper and enemy contact, the damper has been exposed up to the O-rings. And if we consider that the weight of the luggage was almost 120kg at the beginning and later about 100kg of it was 10l gasoline, 5l water, almost 30kg tools and spare parts and the rest was equipment such as tent, stove, sleeping bag and clothing, all of that plus corrosion as a driver. Then it is clear what would happen, and while the shock absorber still does its job, it's time to replace it as a new adventure approaches.

Video

Across America - 72.000 kilometers with bgm shock absorbers

At the mechanic's and the wear and tear

Sponsoring

Vespa Elsi and driver Atze deserve a new shock absorber and many more parts for the next adventure. We know that the two of them are planning a new, beautiful adventure through Africa, we are excited to see how it will turn out and we will keep you up to date. Of course, also about the preparations for the Vespa.

Vesparinaca

Our previous blog posts here:

 

THEREFORE ONE LED SCHEINWERFER AT THE VESPA? 

For most scooters, the limit with conventional Bilux light bulbs is a headlight bulb with 45/45 W. The ignitions, which are usually 80 W to a maximum of 120 W, do not provide any more. The luminosity is measured in lumens below 400. The LED headlight has a luminosity that is three times as high (1300 lumens). The power consumption is only 20 W. This corresponds to the light output of a conventional 100 watt spotlight. With a given alternator / power supply, a considerably better illumination can be achieved. In addition, there is more capacity for other consumers. 

HEADLIGHT COMPARISON

Evening light, high beam, what is the difference between the LED and standard light?

mounting

 

Vespa PX LED headlights tutorial MOTO NOSTRA LED headlights Vespa PX

PARTS LIST / SHOP

Parts used in this video:

  • LED headlights incl. Vespa PX conversion frame and headlight bracket -MOTO NOSTRA- LED HighPower
    Item number: mn1101kt
  • Ignition switch -VESPA 4-wire- Vespa PX Lusso (from 1984)
    Item number: 9520133 
  • Light switch -GRABOR- Vespa PK125 XL / ETS, Vespa PX Elestart (1984-1998) - 10 cables (DC, models with battery, make contact)
    Item number: 9520145
  • Rubber flasher relay Vespa PX
    Item number: 3330940

NOTE
The LED headlight works exclusively with direct current, so it requires a battery or another equivalent power source with 12V DC. Operation on an alternating current voltage source leads to an immediate defect.

DOWNLOAD PDF

Assembly instructions for Print out as PDF

 

 

 

 

 

 

 

 

M&R VESPABAG leather bag Vespa

M&R VESPABAG - PER LA TUA VESPA DI IERI

 

The bags: M&R VESPABAG

The VespaBag is the perfect addition to any Vespa. As Leg shield pocket The designed bag offers plenty of storage space for this and that. It hugs the shape of the Vespa sign, both outside and inside. It is attached using integrated hooks and can be removed with a handle so that you can take it with you and use it as a shoulder bag.

The designer

Mauro Mulas, Born on November 24.11.1961th, XNUMX in Rio Marina, Livorno (Italy), married, three grown children, lives in Cologne. Studied retail design at the FH Düsseldorf (Bachelor of Arts). Vespisti.

Made in Italia - Italian craftsmanship

These noble Vespa leather bags were designed by Mauro Mulas for all Vespa vintage Vespa models. The production takes place in cooperation with an experienced Italian saddler, who makes the bags in his workshop in the middle of Tuscany with great attention to detail by hand - real Italian craftsmanship from picturesque Tuscany!

Of course there are noble masterpieces in different colors:

 

PRODUCT DESCRIPTION

  • Great bags for classic Vespa models in a harmonious vintage look
  • weatherproof synthetic leather in different colors: beige, gray and black
  • no luggage rack required for assembly
  • Lateral fixing points made of plastic, gray
  • retractable handle
  • removable shoulder strap
  • the large inner compartment offers enough space for small purchases (cell phone, wallet, laptop, pens, keys, etc.)
  • Stamped “M&R” logo
  • Suitable for almost all Vespa vintage models - Bj. 1946 to today:

V50, PV125, ET3, VNA 125, VNB, VBA 150, VBB, 150 T4 (VGLA, (VGLB), Rally180 (VSD1T), Rally200 (VSE1T), TS125 (VNL3T), Sprint150 (VLB1T), Sprint Veloce, GT125 ( VNL2T), GTR125 (VNL2T), Super, SS180 (VSC1T), GL150 (VLA1T), VN, VL, VB and PX

 

MUR00101B Legshield pocket, leather, outside, black -M & R, Made in Italy- Vespa V50, PV125, ET3
MUR00101G Legshield pocket, leather, outside, gray -M & R, Made in Italy- Vespa V50, PV125, ET3
MUR00101S Legshield pocket, leather, outside, beige -M & R, Made in Italy- Vespa V50, PV125, ET3
MUR00102B Legshield pocket, leather, inside, black -M & R, Made in Italy- Vespa V50, PV125, ET3
MUR00102G Legshield pocket, leather, inside, gray -M & R, Made in Italy- Vespa V50, PV125, ET3
MUR00102S Legshield pocket, leather, inside, beige -M & R, Made in Italy- Vespa V50, PV125, ET3
MUR00201B Legshield pocket, leather, outside, black -M & R, Made in Italy- Vespa 125 VNA, VNB, Vespa 150 VBA, VBB, Vespa 150 T4 (VGLA, VGLB)
MUR00201G Legshield pocket, leather, outside, gray -M & R, Made in Italy- Vespa 125 VNA, VNB, Vespa 150 VBA, VBB, Vespa 150 T4 (VGLA, VGLB)
MUR00201S Legshield pocket, leather, outside, beige -M & R, Made in Italy- Vespa 125 VNA, VNB, Vespa 150 VBA, VBB, Vespa 150 T4 (VGLA, VGLB)
MUR00202B Legshield pocket, leather, inside, black -M & R, Made in Italy- Vespa 125 VNA, VNB, Vespa 150 VBA, VBB, Vespa 150 T4 (VGLA, VGLB)
MUR00202G Legshield pocket, leather, inside, gray -M & R, Made in Italy- Vespa 125 VNA, VNB, Vespa 150 VBA, VBB, Vespa 150 T4 (VGLA, VGLB)
MUR00202S Legshield pocket, leather, inside, beige -M & R, Made in Italy- Vespa 125 VNA, VNB, Vespa 150 VBA, VBB, Vespa 150 T4 (VGLA, VGLB)
MUR00501B Legshield pocket, leather, outside, black -M & R, Made in Italy- Vespa Rally180 (VSD1T), Rally200 (VSE1T), TS125 (VNL3T), Sprint150 (VLB1T), Sprint Veloce, GT125 (VNL2T), GTR125 (VNL2T), Super, SS180 (VSC1T), GL150 (VLA1T)
MUR00501G Legshield pocket, leather, outside, gray -M & R, Made in Italy- Vespa Rally180 (VSD1T), Rally200 (VSE1T), TS125 (VNL3T), Sprint150 (VLB1T), Sprint Veloce, GT125 (VNL2T), GTR125 (VNL2T), Super, SS180 (VSC1T), GL150 (VLA1T)
MUR00501S Legshield pocket, leather, outside, beige -M & R, Made in Italy- Vespa Rally180 (VSD1T), Rally200 (VSE1T), TS125 (VNL3T), Sprint150 (VLB1T), Sprint Veloce, GT125 (VNL2T), GTR125 (VNL2T), Super, SS180 (VSC1T), GL150 (VLA1T)
MUR00502B Legshield pocket, leather, inside, black -M & R, Made in Italy- Sprint150 (VLB1T), Sprint Veloce, GT125 (VNL2T), GTR125 (VNL2T), Super, GL150 (VLA1T)
MUR00502G Legshield pocket, leather, inside, gray -M & R, Made in Italy- Sprint150 (VLB1T), Sprint Veloce, GT125 (VNL2T), GTR125 (VNL2T), Super, GL150 (VLA1T)
MUR00502S Legshield pocket, leather, inside, beige -M & R, Made in Italy- Sprint150 (VLB1T), Sprint Veloce, GT125 (VNL2T), GTR125 (VNL2T), Super, GL150 (VLA1T)
MUR01101B Legshield pocket, leather, outside, black -M & R, Made in Italy- Vespa VN, VL, VB
MUR01101G Legshield pocket, leather, outside, gray -M & R, Made in Italy- Vespa VN, VL, VB
MUR01101S Legshield pocket, leather, outside, beige -M & R, Made in Italy- Vespa VN, VL, VB
MUR01102B Legshield pocket, leather, inside, black -M & R, Made in Italy- Vespa VN, VL, VB
MUR01102G Legshield pocket, leather, inside, gray -M & R, Made in Italy- Vespa VN, VL, VB
MUR01102S Legshield pocket, leather, inside, beige -M & R, Made in Italy- Vespa VN, VL, VB
Hubcap Vespa 10 "new

The Vespa hubcap - a classic Vespa accessory

It has always been one of the simplest, cheapest and most eye-catching options yours Vespa to individualize: the hubcap. For a long time there wasn't that much choice.

We have now 4 new hubcaps included in the program, which we particularly liked. Immediately available:

Hubcap Vespa 10 "new

So we have a nice selection of new hubcaps for all Vespa 10 inch wheels with 5 screw connections - open rim type (not suitable for tubeless rims).

Simple, safe and quick assembly:

Bracket and screw for fastening are included. The holder is screwed under the M8 nuts of your brake drum / rim attachment.
When it's your turn anyway. What do your tires look like? Do you already know our wide range of tires and affordable complete sets?

You can find more hubcaps here in Vespa shop hubcaps

M244 Quattrini cylinder Vesoa on the test bench

Quattrini M244 king shaft - the super tourer in the second expansion stage "outlet" M244_2

M244 - part 3

Im second part this Series we simply adapted the cylinder and the engine housing to each other and put the cylinder on the engine without further processing "Plug & Play".

This resulted in very moderate control angles:

  • with 124 ° transfer angle
  • and 177 ° outlet angle

Some exhaust systems get along well with these short steering angles and thus provide quite astonishing performance.

On the other hand, the exhaust systems, which are trimmed more for performance, require larger steering angles.
In the course of the test series, the character of the performance curve of one or the other exhaust system will change.
Therefore we remove some material from the M244 in the exhaust duct and set the upper edge of the exhaust to 182 °. The outlet width remains unaffected and remains at a chord dimension of around 57%.

As a spacer, we use 1.5 mm on the cylinder head and the cylinder base plus a 0.3 mm seal on the cylinder base. This means that the control angles remain at 124 °:

  • 124 ° transfer angle
  • 182 ° outlet angle
  • 57% tendon size

Cylinder cooling hood for the long M244 Quattrini

In the meantime we have also received a matching cylinder cooling hood from GRP specialist BSK. You can find the blog here -> QUATTRINI GRP CYLINDER HOOD

 

TEST ELRON

The Elron uses the larger steering angle rather cautiously. With a 1,7 HP increase in peak performance, a slight loss in torque and a little less band due to the 300 rpm later entry, the exhaust shows that it takes note of this requirement but does not yet represent the right playing field for the concept . However, the Elron takes this very calmly. Presumably, the exhaust will deliver a very pleasing performance curve even with significantly different control angles and thus the concept does not completely submit to the dictates of the control angle.

Test bench diagram as PDF:  M244_1_2_ELRON

TEST POLINI BOX

The Polini Box reacts very clearly to the small change in the outlet and provides a lot of power. The box adds over 3PS and not quite 1 Nm. The speed range is even wider by 700 rpm, whereby the graph does not even pass the 100 hp mark at 25 rpm until 5.500 rpm later and the output lasts significantly longer up to 9.400 rpm. The control angles of 124 ° to 182 ° seem to be clearly pleasant to the Polini Box.

 

Test bench diagram as PDF:  VGL_M244_1_2_POLINI

Test Scooter and Service NEWLINE

The Newline generally shows a different character in terms of power increase at small steering angles than the Elron or the Polini Box.

Similar to the Elron is the rather unimpressed behavior on the changed exhaust control angle. The peak power increases by almost one hp, the maximum torque remains almost identical and the speed range becomes somewhat narrower, as with the Elron, due to the later start of resonance. Even in the second expansion stage, the Newline retains the top position when it comes to torque with 36,7 Nm at 6.137 rpm.

 

Test bench diagram as PDF:  M244_1_2_NEWLINE

Test Posch Nessie

The Nessie, like the Newline, is intended for moderate control angles, and also shows the clear shift at the start of resonance. Viewed in absolute terms, the Nessie “only” adds 2,5 HP to the top, but in the range between 6.300 rpm and 9.000 rpm it can be clearly seen that the larger outlet angle significantly increases the performance over this range.


Test bench diagram as PDF: M244_1_2_NESSIE

Test Posch Racing Resi

The Racing Resi with its imposing, bulbous appearance already gives the impression of performance and the greed for steering angles. Therefore, the slightly increased outlet angle is not enough to achieve absolute top performance. Here, too, the start of the response is much later. At its peak, the Resi increases by 1,7 HP and this can use the slightly increased exhaust control angle between 7.300 rpm and 10.000 rpm to increase power and torque.

 


Test bench diagram as PDF: M244_1_2_RAC_RESI

Kingwelle Lakers test

The robust racing exhaust from Lake Constance has already shown on the plugged-in version of the M244 that it is also a good all-rounder. As with all other tested resonance systems, the speed range also shifts in the direction of higher speed, but without the bandwidth being affected. With a band of almost 4.300 rpm, it provides the largest bandwidth in this expansion stage. With 37,8 PS at its peak, the Lakers, at least in this expansion stage, has to admit defeat to the Resi with 37,9 PS - but we are only just warming up on the subject of the steering angle.

 


Test bench diagram as PDF: M244_1_2 LAKERS

The results of the test bench runs, expansion stage 1_2

Here again the results in tabular form. The best values ​​are highlighted in green for each construction stage

Part 4 is already in progress ...

 

Cylinder hood Vespa Quattrini M244 GRP

Cylinder hood too short? We have the matching Quattrini cylinder cooling hood made of GRP

In the course of our motor project with the Quattrini M244, we have worked with GRP specialist BSK Cylinder cooling hood for the M232 and M244 cylinders created.

Cylinder hood Vespa Quattrini M244 GRP

Quattrini cylinder too long for original cylinder cooling hood

The basic structure of the M244 cylinder is long. The Piaggio cylinder hood of the Vespa PX200 is simply too short. That and the efficient, central positioning of the spark plug make it difficult to use the original cylinder cooling hood.

With a Piaggio cylinder cooling hood, the original clearance for the spark plug can be used with our matching stopper be closed.

Plug for spark plug hole in cylinder hood Vespa

But the overall length is still missing so that the cylinder cooling hood can be screwed to the engine housing and the fan wheel cover.

Cylinder hood too short for Quattrini cylinders

The solution: perfectly fitting GRP cylinder hood from BSK

The cylinder cooling hood from BSK has been adapted accordingly.

The total length to the fastening points is optimized and the hole for the spark plug is in the right place.

Fits perfectly - GRP cylinder cover for Vespa Quattrini M244 from BSK

At the point where the cylinder cooling hood is screwed to the spacer nut, the cylinder cooling hood is reinforced with a sturdy washer.

Reinforced BSK GRP cylinder cover for Vespa Quattrini M244

A rigid reinforcement on the screw to the spacer nut ensures that the cylinder cooling hood can be securely and permanently fixed to the cylinder head without the GRP fabric being damaged by the screw.

The fan duct is designed so that a Modern intake manifold and a larger carburetor can easily be accommodated. Here on ours too M244 test engine with a 30mm Polini carburetor.

 

Scooter leg shield clamp mirror for Vespa and Lambretta

Clamp mirror for leg shield on Vespa, Lambretta & Co.

In your Scooter Center Shop you will find a large selection spiegel and also 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.: Execution
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)

be.

 

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.

 

Quattrini M244 Kingwelle - the super tourer

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

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

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

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

 

We have the control angle in the list for the test plan

TEST POLINI BOX

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

Polini Box exhaust Vespa

Performance diagram Polini exhaust on Quattrin M244i

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

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

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

 

TEST FALKR ELRON

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

Performance diagram FALRR ELRONi exhaust on Quattrin M244i

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

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

 

TEST JL PERFORMANCE

Another old friend is that JL performance.

JL performance

Performance diagram JL PERFORMANCE exhaust on Quattrin M244i

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

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

 

 

TEST NEWLINE SCOOTER & SERVICE

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

SCOOTER & SERVICE NEW LINE

Performance diagram SCOOTER & SERVICE NEWLINE exhaust on Quattrin M244i

Test bench diagram NEWLINE exhaust on Quattrini as PDF: M244_1_NEW_LINE

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

 

TEST POSCH PERFORMANCE NESSIE

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

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

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

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

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

 

 

TEST POSCH PERFORMANCE RACING RESI

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

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

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

 

TEST LAKERS KINGWAVE

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

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

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

 

Overview test run 1 Quattrini M244 exhaust systems

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

Exhaust comparison overview Quattrini M244

 

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

 

 

Sport exhaust Scooter and Service NEWLINE for Vespa PX200 - Part 1

 

The powerful NEWLINE exhaust system series from Scooter and Service are 'handmade in Germany'. The boss of Scooter and Service, "Wool" (Wolfgang Riehn), has its headquarters in Bispingen near Hamburg, well-known far beyond the country's borders, for Vespa special parts, custom conversions and very strong but always everyday engine concepts.

Like no other, Wolle has focused on the Vespa segment, and over the years has repeatedly set new benchmarks in terms of optics, chassis, sheet metal work, engine technology and exhaust systems. Legendary is his 250N, powered by a water-cooled 250cc Husqvarna cylinder, based on a V50, with over 50PS (already in 2006!) And street legal.

Over the years, Wolle has repeatedly brought new, innovative exhaust developments onto the market, with each system being manufactured piece by piece in-house.

The development and production of the Newline series began more than 10 years ago and is still a real "bank" despite many new developments in this sector. The most outstanding feature is certainly the great wide performance range of the exhaust, both in terms of the intended use and in terms of power output. With a merit of the early diverging elbow, which is rare in other systems. Wolle has now added two further expansion stages to the very good Newline in order to make the exhaust systems even more suitable for everyday use. This resulted in the Newline 'Silent' series with unique interior insulation.

RACING EXHAUST VESPA - NEWLINE CONCEPT

The Newline systems are designed to achieve a perfect balance of high and early torque, a wide speed range and the lowest possible noise development on engines with tuning cylinders (e.g. Malossi 210/221, Quattrini 232/244). The whole thing with full main stand suitability and high quality standards.

Due to the long development time, the exhaust is a real all-rounder. Whether under 180° exhaust control angle on a 'plugged' Quattrini 244, or on MHR221 with over 190° exhaust angle, the Newline always works. In our extensive series of tests with a Quattrini 252cc engine (Quattrini M244 cylinder + 62mm stroke king shaft), the Newline Standard (without insulation) was always at the forefront in terms of performance and torque. Its prime discipline is its high and, in direct comparison with other systems, relatively early torque. This makes it extremely easy to drive. The good power range, which follows the torque peak, is simply fun on the road due to the ease of turning and, above all, one thing: Instant.

 

DIFFERENCES NEWLINE / NEWLINE 'S' / NEWLINE 'S PLUS'

At first glance, the Newline exhaust systems are virtually indistinguishable. However, the 'S' and S PLUS' version can be recognized by the spot welds in the middle segment area of ​​the exhaust (these are the attachment points for the inner insulation). What they all have in common is the massive exhaust hanger including doubled gusset plates of the retaining plate on the exhaust body. A construction for eternity. The quality of S&S systems is evident in many small details. The exhaust manifold is sealed with O-rings on both sides. A socket is also used on the outlet flange (diameter suitable for Malossi Sport/MHR cylinders, whether aluminum or steel flange). All Newline exhaust systems are not intended for use with a spare tire in favor of the option to fit a wide tire. Incidentally, all Newline systems that we carry in our shop are made for use with a center stand. These versions are significantly more complex (with more cones) than the slightly cheaper versions for vehicles without a center stand. However, the performance is identical.

NEWLINE

The conventional Newline is the first choice for everyone who wants to use the system with the highest performance potential from the Newline Trio. The insulation is only taken over by the screwed-on end damper. At the same time, it is the lightest version of all NEWLINE systems. If the volume is not overly important, but already drives or wants to drive an ambitious engine, e.g. on the Malossi MHR basis, the conventional Newline is the perfect choice.
The exhaust body with manifold (without silencer and bracket) weighs 2850 grams in the 'normal' version.

 

 

 

 

 

NEWLINE 'S'

The Silent series is 800 grams heavier than the conventional Newline. The extra weight comes from the multi-wall construction and the internal insulation. High-temperature-resistant insulating material from the automotive sector is used here. The interior insulation insulates so effectively that the system meets the noise levels required by the TÜV (depending on the engine concept). The intake area on diaphragm controlled engines is often louder than the exhaust noise of the NEWLINE 'S'. The internal insulation also improves the torque increase in the lower speed range. The weight of the Newline 'S' (exhaust body with header but without muffler and bracket) is 3650 grams.

 

 

 

 

 

NEWLINE'S PLUS'

Maximum expansion stage of the silent concept. Even more complex interior insulation reduces the noise levels to a minimum. The S PLUS weighs just under 200 grams more than the Newline S or 1000 grams more than the conventional NEWLINE because even more insulation material is used here. The result is a really unbelievably dull and quiet exhaust, we could hardly believe it ourselves ...
The weight of the Newline 'S' (exhaust body with header but without muffler and bracket) is 3840 grams.

 

 

 

 

 

The Silent series is through the low noise levels Rightly very popular and offers a perfect basis for fast street engines with the option of official registration by TÜV / Dekra. Although this is always done individually (there are no reports), it is usually not a problem for years of construction before 1990 (power measurement and noise measurement required).

In Part 2, we focus on the noise levels and the performance curve of the three Newline systems on an unprocessed Malossi Sport 210.

 

 

EXHAUST THEORY

A real work of art, in the literal sense of the word, is necessary until a real work of art of resonance exhaust is created from a boring sheet of metal. A 2-stroke exhaust is much more than a pipe that diverts the exhaust gases from the engine and makes them quieter.

2-stroke engines achieve their high performance / torque by charging through the exhaust.

Anyone who has ever driven their scooter without an exhaust will have noticed that there is a lot of power missing. The exhaust, if designed according to the resonance design, is both a 'vacuum cleaner' and an 'air pump' at the same time. Ideally, it extracts the exhaust gases until some of the fresh gases in the cylinder have already reached the exhaust. At the so-called resonance speed of the exhaust cylinder system, these fresh gases are 'pumped' back into the cylinder in the exhaust. There is now more fresh gas in the cylinder than would have been possible by simply sucking it in. The result is a high specific torque. Since engine power is a product of RPM and torque, if the high torque is also delivered at high RPM, then power will also be high. Unfortunately, the resonance range of an exhaust is limited. The higher the power, the narrower the speed range in which it is delivered.

On the other hand, a very wide speed range can be achieved if the power is selected to be rather average. Finding the perfect balancing act between the two extremes is a fine art. The effective resonance range is also dependent on the control angles of the cylinder. These are the main reasons why one and the same exhaust can produce very different results on different engines. The entire oscillation system must complement one another and be coordinated with one another.

This is associated with an immense expenditure of time, material and money. New variants are constantly being tried out and compared. Such periods often last for weeks or months. As an exhaust developer, you can seldom afford the luxury of designing an exhaust for a single specific engine. A successful exhaust has to work on many engine concepts with various cylinders including different control angles and components in order to be considered 'good' in the market.
Anyone who has already dealt with 2-stroke engines can understand what an enormously complex work is behind every 2-stroke exhaust system. The comparison to the construction of a musical instrument (e.g. a trumpet) is not at all exaggerated. With both, all dimensions, angles and diameters have to be exactly right in order to hold a perfectly sounding or working instrument in your hands.

This is followed by the high art of the exhaust builder school, in which the prototype (which is usually completely straight) is converted into a version laid in arches on the vehicle. For this purpose, so-called unwindings are made, usually with a cardboard model. Based on this, the sheets are cut out, wrapped and stapled together. After trying on the welding gauge, the final welding takes place as well as the many countless small work steps that lead to the finished end product.

Alex builds a Quattrini engine

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

The story of the Quattrini cylinder

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

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

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

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

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

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

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

200 test runs on our test bench

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

 

Quattrini Vespa Motor - All Parts

 

To select the parts:

The high torques to be expected from the M244 speak in favor of a reinforced motor housing.

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

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

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

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

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

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

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

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

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

 

Concept and test plan

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

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

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

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

 

 

 

Assembling the engine

Dream team: Malossi | bgm PRO | Kingwelle | Quattrini

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

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

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

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

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

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

 

Wandering Malossi engine cases

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

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

The gear

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

Shift pins and crossbar are included threadlocking assembled.

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

Assemble the Malossi motor housing

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

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

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

To connect the housing halves, M8 hexagon socket screws are used at Malossi. Due to the different lengths