News on Vespa 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)

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.

 

With the idea of VWD 23 Visiting Switzerland had been on our minds for a long time, but only decided the day before, and Platónika and I set off from Cologne to Interlaken to finally do what Platónika was created for: Attending events and telling stories.

Platonic on the way

Day 1 on the way to the Vespa World Days 2023

Being a scooter with absolutely everything "new" (2021), it did not require major maintenance, nevertheless it is not superfluous, at least one spare, Olive oil, Train set Universal and spark plug to have.

After work at 18:30 I set off and after five and a half hours of motorway driving and 442km I arrived in Freiburg to meet Vespistas who were on the road.

And one of the problems with going out at night is the lack of light, but the LED headlights make a big difference.

Day 2 Interlaken country road

Already again with the Warrior Scooter Club united, we decided to drive the remaining 180 km through the beautiful countryside to Interlaken.

SC at the Vespa World Days 2023 Interlaken

VWD 2023

Vespa Museum

Here the crown jewels stood as one Vespa 98 (1946) and a 125 (1947) and the "Speedy service“, who looks at me Scooter Center remembered. 😉

The Vespa Gymkhana is a skill test consisting of a course with various obstacles that have to be overcome in the shortest possible time and was my personal highlight. what fun! but the friendliness and commitment of the volunteers dated Vespa Club Italy are second to none!

Real Scooterist!

Each club has its own history and I had the opportunity to know first hand clubs I never thought I would know: Vespa Club Hong Kong, Russia, Thailand and many others where I also found the honor, my beloved Vespa Club Colombia to represent!

The escadrille des cigognes

VESPIPAS da Capital do Vinho-Cartaxo

Vespa Club Albania

Didier TAP REGISTER HISTORIQUE

VC Colombia and Vespa Club Borinage

Vespa clubs

Vespa World Club – General Secretary

Board of Vespa Club Switzerland

Vespa Club Albania

Indonesia team

Vespa Club Zurich

Vespa Club Zurich

Vespa Club Palermo

Vespa Club Ticino

Vespa Club Italy

Vespa Club Ostend, Belgium

Austria Gleisdorf

gts

Vespa Fan Club

Vespa Club Bern

Vespa Club Napoli

Vespa Club Loerrach

Vespa Club La Cote

Escadrille des cigognes

Vespa Club L'Aquila

SC was there!

We couldn't go empty-handed in the hunt for souvenirs, so we renewed the passion of some who have followed us closely over these 30 years and gained new enthusiasts!

 

Meeting friends, making new friends, representing Colombia at the presidential meeting for the first time, expanding my collection of treasures and, above all, strengthening the relationship of trust with Platónika are just a few of the many experiences that I remember.

but the return trip will be less and less fun. Almost 9 hours on the Autobahn home. Even though I have the best speed I've ever had! (I drive almost 120 km/h continuously) 🤩

Thank you everyone for this great experience!

Maryza & Platonica!

bgm Smallframe Gear wheels

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

stress test

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

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

 

To explain this roughly with an example:

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

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

 

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

Secondary shafts bgm01720

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

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

bgm01822: 10-14-18-22

the original gradation,

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

 

bgm01821; 10-14-18-21

The “Short Fourth Course”

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

bgm01720: 10-14-18-20

The gradation short third gear, short fourth gear

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

The bgm Pro side shafts

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

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

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

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

Transmission (gear wheels incl. main shaft)

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

bgm shift claw

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

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

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

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

 

Lambretta Spain

Bring on the little Spaniards

It's 1954 and in the Spanish city Eibar Licensed production of the Lambretta begins in Lambretta Locomociones SA. The result of negotiations between the already existing Spanish company ALFA and Innocenti.

The result is the second scooter built under license in Spain. Production ended in 1989 and during that period the Lambrettas were produced under different names.

If you want to know all the details, and I mean really all the details, you can't avoid Jaime Supereibar's encyclopedia on the subject:

1954 - 1989- by Jaime de Prat Salomone (English), 368 pages, 4-color
7677110   

Coming soon ...

Club Lambretta Spain

We only recently had the Lambretta Club de Espana in connection with the brilliant Tank dipstick:

There is a beautiful one from the Lambretta Club Spain Book on the plant in Eibar and everything related to it.

Both books are not only absolutely required reading, but also an enrichment for every coffee table.

The history of the Lambretta built in Eibar can be roughly divided as follows:

  • Lambretta made in Eibar 1954 – 1989
  • Lambretta Locomociones SA (LL) (1954)
  • Serveta Industrial S.A. (1972)
  • Lambretta SAL (1982)
  • ORBAR (1986)

parts

Since the Spanish modular system is quite compatible with the Italian one, almost all technical and tuning parts are compatible with each other. Of course there were some peculiarities. And we already offer you a lot:
Air Filter – Lambretta Serveta 8006864 28,90 euros
Suction -LAMBRETTA- Serveta (Series 3) 8006955 16,12 euros
Ignition contacts -MOTOPLAT- Serveta (Lambretta Spain) 8012350 20,90 euros
Capacitor -MOTOPLAT- Serveta (Lambretta Spain) 8012421 11,90 euros

Rear light lens -LAMBRETTA- Serveta (year 1974-1981) 8860035 17,90 euros

 Doormat LAMBRETTA- Serveta (4 parts)

Black  53,90 Euros
Grey

Lettering

Kaskade -LAMBRETTA- Serveta Emblem – Serveta (Series 2-3) 20,90€

legshield -LAMBRETTA- LI 150 – LI 150 (Series 2, Serveta/Eibar, Spain) 8050113 12,59 €

Lettering below the seat
LAMBRETTA- Serveta LI (Series 3 – Scooterlinea) 
White
Black 8860015
13,90 € 

Lettering legshield -JOCKEYS- Lambretta – LI 125, LI 150 (Series 2, Serveta/Eibar, Spain) 7675025 25,99 €

type label -JOCKEYS- Serveta Eibar (Spain) Lambretta (60x38x0,5mm) 7676141 9,80 €

type label -JOCKEYS- Serveta Eibar Lince/Exclusive (132×24,75×0,5mm) 7676146 9,80 €

Indicator glass -JOCKEYS- Serveta

And also one or the other special part in an extra design for the little Spaniards:

Brake pump set, light switch housing -MMW Two in One- Lambretta Serveta Jet - aluminum 7675447 249,00 euros

for all hydraulic disc brakes as the:

Or this one:
Suction -JOCKEYS- Serveta 125-200cc (Series 3) - SH2/22 - connection width carburetor AW=47mm 8006955N 24,99 euros

with which carburetors such as the Mikuni TM24, the Dellorto SH22 but also the Keihin PWK28 and the Polini 28 mm and 30 mm can be connected to the original Serveta air filter box.

Vespa Spain

La Vespa in Spain

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

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

Moto Vespa Spain

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

motovespa VAPE ignition system

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

A perfect complement is the bgm Wiring harness set conversion

crankshaft

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

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

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

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

BGM057MV
BGM057MVX: (for coupling type PX) 

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

BGM060MV  and BGM060MVX

some MotoVespa highlights

Vespa España classic look

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

Vespa T5

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

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

More highlights for the T5

Vespa España waiting for new and upcoming products:

and product development continues, the following items are currently planned

intake

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

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

 set membrane lower part


Gasket set engine bgm

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

and in silicone

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

The ABE booklet and the bgm brake system with TUV logo

bgm brake levers with ABE? What is an ABE anyway?

ABE stands for the general operating permit, which must be available for attachments to the vehicle.
If the attachments do not have an ABE, the vehicle may not pass the TÜV.

Appropriate tests, which the components must pass, are required for approval.

Three pairs of the bgm brake lever sets

bgm brake lever sets with ABE - Next Level!!

The story goes on…
Now our Vespa drivers can be completely relaxed on the road with our ergonomic brake lever sets.

Detail picture of a Vespa from the manual brake lever
Brake lever set bgm PRO

CNC, drum brake
Vespa Largeframe: 1957-1998 - PX, T5, Sprint, Rally, GT, GTR, TS, VNA, VNB, VBB, VBA, GS, SS180, Smallframe 1963-1989 V50, 50N, V90, PV125, ET3, PK S, PK XL1

Black: bgm4560
Black Matt: bgm4561
steel gray: bgm4562

Three bgm brake levers in all colors with ABE
Brake lever set bgm PRO

Disc brake (Heng Tong)
Vespa PX: (year 2004-)

Black: bgm4540
Black Matt: bgm4541
steel gray: bgm4542

Three pairs of the bgm brake lever sets
Brake lever set bgm PRO

CNC, sport, short (130mm)
Vespa GT, GTL, GTS 125-300

Black: bgm4500
Black Matt: bgm4501
Chromium: bgm4502

 long (165mm):

Black: bgm4503
Black Matt: bgm4504
Chromium: bgm4505

installed brake levers in a Primavera with ABE
Brake lever set bgm PRO

cnc sports, 
Vespa LX, LXV, S, Primavera 50-150, Sprint 50-150

short (130mm):
Black: bgm4506
Black Matt: bgm4507
Chromium: bgm4508

short (130mm):

Black Matt: bgm4510
Chromium: bgm4511

Leaf through ABE and installation instructions for brake and clutch levers online here

This is our new ABE + installation instructions.
You can already browse here, all article numbers are linked and you can go directly to the current price and current availability display in the shop!

Plug and play coupling

Available now

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

Here we go!

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

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

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

Development

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Have a good trip

Catalog with "New Catalog" Spaulders

Our latest Vespa catalog is ready: Vespa Modern 2023. You can do the Vespa catalog for your next order in Scooter Center Simply order the shop for free.

Browse the catalog online here

This is our new Vespa Modern as a preview.
Here you can already leaf through the catalog, all article numbers are linked and come directly in the shop at the current price and current availability display!

Vespa catalog download

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 EICMA 2022

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 presented its new GP500 model to the public for the first time at the EICMA 2022 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

The next date for the  EICMA 2023 is here, we're excited to see what next year brings.

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

Illustration

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

Munich Vespa Club

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...

Standing man on a red Vespa

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

Rovin Davy and Maryza

I had the opportunity to meet one of the biggest Vespa collectors in Germany and maybe even in the world!: Robin Davy's Vespa collection.
And he's on the today Scooter Center Couch, in this exclusive video, like no other, he tells us the details of his collection, the amazing stories behind each find. 
As a Vespa fan, I'm totally fascinated, not just by the Vespas, but by all collectibles related to the Vespa community.
Here's a video you shouldn't miss!

Robin Davy's Vespa collection

The collection is full of treasures because, as he says, the value of his collection is not in the quantity but in the incredible quality of these unique pieces. It's nice that both are more than adequately represented in Robin's collection. 

Today Robin opened the doors of his museum and home to us and we from Scooter Center are infinitely grateful for wonderful joint projects.

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 we make the following changes to our test engine:

The cylinder is attached at the foot with two 1mm Spacers increased by a further 2mm compared to level 0.5. This changes the steering angle of the transfer channels from 124° to 126°. The outlet is adjusted to a control angle of 190° by milling. To do this, 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 more as expected. Similar to the Elron, the can from Italy only shows small reactions. The lower effective compression makes the curve dip a bit in the rise between 4000 rpm and 6200 rpm. The system converts the slightly increased time cross-section at the outlet window with a gain of just over one horsepower at peak.
The maximum torque remains the same at 35.2Nm and is only shifted by a few hundred revolutions in the direction of higher speeds.
With a bandwidth of 3800 revolutions, the Polini system is slightly behind stage 2, but this test shows that the box does not necessarily prefer the very small steering angle. In a direct comparison to 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 stage due to appointments away from home; but now plays again in the third construction stage. So here is the comparison between levels 1 and 2.
This also shows how clearly an exhaust can behave when it is operated from other steering angles. The JL, which is considered good-natured, turns out to be a very approachable partner in the search for 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 edgy powerhouse from the north feels really comfortable in this expansion stage and takes two best values ​​with it.
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

 

Like the Elron, the sea monster from Posch Performance is not quite sure what to do with the changed control angles. Maximum torque remains the same and peak power increases by one horsepower. While the Nessie was still way ahead in level 1 with 4300 rpm in terms of bandwidth, the available speed range in level three is a bit on the dip station and is in the upper midfield with 3700 rpm.

 

 

 

Racing Resi

 

The Racing Resi taste the changes better. Rather devoted to the higher control 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 power with 38.9 hp in this level. We are slowly approaching the 40hp mark with the expansion stages.

 

 

Lakers

 

 

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

Here is an overview of 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 SKEYSNWERFER 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.

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