Scooter leg shield clamp mirror for Vespa and Lambretta

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

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

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

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

Legshield clamp mirror Vespa & Lambretta

All legshield clamp mirrors at a glance


Legshield clamp mirror for Vespa and Lambretta

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

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

This classic is available for:

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

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

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

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

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

This round FAR mirror is available in:

Mirror FAR leg shield clamp mirror trapezoidal

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

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

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

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

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

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

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


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

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

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

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



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

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


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


Mirror -VICMA leg shield clip-on mirror- chrome

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


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



Information about Spiegel and the StVZO in Germany

Do i need a mirror on my scooter?

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


How many mirrors do I need on my scooter?

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

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


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

The size of the reflective surface must be

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



Do mirrors on my scooter require a certification mark?

Marked mirrors automatically meet all of the above conditions.

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


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.


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.

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 Wasp 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

Evo retrofit electric scooter

Evo Retrofit

Hated & bashed by die-hard 2-stroke fans, enthusiasm increases among those who were allowed to test drive them - we're talking about classic Vespa scooters, which are equipped with electric motors from EvoRetrofit Scooter Center Open day for test drives were available.

EvoRetrovit has managed to design an electric motor that fits plug & play into the original frame of a classic Vespa - and that with a TÜV certificate! An old 50 with 45 km / h approval can then even drive 55 km / h with the new drive. The batteries are removable and easy to charge at home or in the garage.

Interview video with test drives and visitor comments on the electric Vespa

Electric Vespa from ÉvoRetrofit at Scooter Center OpenDay Interview | Test | voices

Evo retrofit electric scooter


The évo conversion kit for the Smallframe-Vespa is the first Electrical conversion kit with TÜV. Available in a complete kit for many models. The conversion is easy and reversible, the frame is not destroyed, everything fits plug & play! The team is currently working on a version for the Largeframe-Models: prices, dates and more Info wanted ?


ROLLERSHOP Vespa catalog 1987 with red Vespa Primavera 125 and Zirri engine with water cooling

Scooter shop cover Vespa

If you've been driving a scooter for a while, you may still know the scooter shop!

Roller shop sticker

Scooter youth icons

The scooter shop was the scooter shop for us young scooter drivers in the 80s and early 90s. Whether Scooterboy, Popper or Mod: With its catalogs, the scooter shop pulled our pocket money and our first salary out of our pockets. But some of us knew how to defend ourselves: Philipp, for example, always ordered the PK disc brake for 540 DM with every order, so he was always above the postage exemption limit and he was sure of free delivery, but the disc brake was never available until the end .

For many, the catalog was like a Bible. A bright red shone on the cover of the 1989 catalog Smallframe Vespa with water cooling with Zirri engine. The connoisseur may have recognized straight away that the model is a Primavera, but did you know which parts were built in in detail? What performance did they have or what the Vespa looks like from the front?

And did you know that there was a cover Vespa in black as early as 1987? In general, have you ever wondered what of these forgotten ones Dream scooters of our youth has become? The scooter shop as a company did not manage to survive, we took over customer support in 2007 and bought the domain. Vehicles and stocks were spread over the whole republic. Did the cover rollers survive?

Christian and Ronny from the Scoot Devils Seevetal have not forgotten, have found the legendary scooters and carefully restored them!

At the Scooter Center The two scooters could be admired for the first time on OpenDay. So of course I used the opportunity and Christian and Ronny got the unbelieveable story let tell. Check out the video now! You can find out below Details about the vehicles and receive more Insights and detailed pictures.

Scooter shop Vespa scooter Zirri 80s and 90s at Scooter Center Open Day


Many thanks to Christian, who was not only available to us for the video, but also sent this information about the two scooters afterwards:

Both are the original frames and motors that were built by Bruno Zirri!

Roller shop red:

ROLLERSHOP Vespa catalog 1987 with red Vespa Primavera 125 and Zirri engine with water cooling

Loom: Vespa Primavera ET3
Engine: Vespa Primavera ET3

  • Tau TVR 30 H2o cylinder 127ccm about 25PS
  • Zirri full-flanged crankshaft with Tau TVR connecting rod stroke 50,6 mm
  • 2/64 primary
  • Original 4-speed gearbox
  • 4 disc clutch
  • Exhaust cable TVR welded around
  • Tau TVR cooler
  • Water pump / service water caravan
  • Carburetor / Dellorto PHBE 36 sz magnesium with power jet
  • Ignition / Motoplat 6v electronic
  • PK XL clutch cover
  • Welding and spindle work on the engine block (back then)
  • Chassis / Bitubo rear the hose version / front original

The frame was reinforced by us, as it has already become soft over the years due to the many falls.
Sanding and filling work.
Working hours approx. 250
Energy cans approx. 400

Roller shop black:

ROLLERSHOP Vespa catalog 1987

Loom: Vespa 50 n special
Engine: Vespa 50 Special

  • Eurocilindro Parabellum H2o 133ccm converted to membrane about 18 HP
  • Mazzuchelli racing crankshaft stroke 51mm
  • 2/64 primary
  • Original 4-speed gearbox
  • 4 disc clutch
  • Eurocilindro exhaust
  • IPRA cooler
  • Ignition PK 12 V turned off
  • Original clutch cover
  • Carburetor / Dellorto 34 PHBE magnesium
  • Chassis / Bitubo at the rear with expansion tank / original at the front
  • Welding and spindle work on the engine block (back then)

A few holes were welded shut on the frame itself and the original ones for the cooling water hoses were opened again.
Sanding and filling work
Working hours approx. 120
Energy cans approx. 170


Thank you!


Big thanks to the following people who supported us:

  • Luis and Klaus from the Scoot-Devils for sanding, filling and cleaning work
  • Manuel our painter
  • Angelo / Stefano Zirri for the original photos and information
  • Arne Uhlhorn Rollershop Original Sticker (For the red one)
  • Dennis Neumann who made the sacrifice to part with the red roller shop frame.
  • Kingwelle company (Christoph) for pressing over the crankshaft of the Red Rollershop
  • Company who had or measured all seals for the TAU TVR cylinder
  • Company artwork for the stickers and their production
  • Thanks to everyone and their many tips from the scenes for these vehicles
  • And a big thank you to everyone who had to endure us and our madness during the restoration ...
    be it partners, friends, etc.



What are the next steps?

Do the “partners who had to endure madness” know that there is already a new project? Again the guys go to work for a while Smallframe to revive the German scooter scene:

Scauri tuning

Preview: This is the former vehicle of our friend Mathias Scherer, who beat the red Vespa with a water-cooled Scauri engine on international racetracks and even then scratched the 30 HP mark. Scauri Racing, have you heard this before? Stefano Scauri co-founded BSG Corse, BSG is now BFA and Stefano Scauri now develops cylinders for Parmakit. We keep you here in the Scooter Center Blog up to date.

Kingwelle - A visit to friends

Powerful Vespa engine tuning without a crankshaft from king wave?
Difficult to imagine today, quite normal over ten years ago.

When the SC team sat together in the regular meeting to evaluate new product ideas, the subject of crankshafts and their durability boiled up again. From a technical point of view, a very critical component that is completely undersized in terms of design for the power and torque values ​​realized today.

Our bgm Touring rotary valve crankshafts for the PX have reached a very high level - for serial production - thanks to many improvements that have been incorporated into production (e.g. improved fit on the crank pin, bonding of the same) and can be used without hesitation for touring engines around 25 HP and above .

In our meeting, however, the question of high-end material still remains in the room. What should you take for the diaphragm-controlled motors with 40 HP and more that are now appearing more and more frequently?

Our SC technical director Alex is in constant but loose contact with the two Cramer brothers Christoph and Michael von Kingwelle. A name that has often caused a sensation in the racing scene with its extremely powerful engines and many victories. The contact is established and the guys can also build good crankshafts ...
The SC Technik team is soon invited by the masterminds from Kingwelle to Lindau on the beautiful Lake Constance.
In the most beautiful winter weather we make our way south!

To come to the point: with some encounters you get annoyed very quickly that they did not take place years before.


Christoph and Michael, two absolutely personable and down-to-earth guys, combine hospitality, competence and joie de vivre in a really unique way. The chemistry between the SC team and Kingwelle is right from the start and so we are invited into the sacred halls of Kingwelle production. It is always astonishing how many details have to be considered down to the smallest detail in a supposedly boring component like a crankshaft.
If the end product is to come out on the quality level of a Kingwelle crankshaft, a completely different consideration is required.




We receive an intensive introduction to the entire production process of the king shaft manufacturing. The many complex production steps astonish even us, but also make it clear why the Kingwelle crankshafts have such a good reputation. Impressed by the size and quality of the machine park, the King coupling is spoken of by the way. We will take a closer look at them together with the technology of the Kingwelle in an extra blog post. Here, too, quality is the top priority and the work processes invested are not immediately apparent, but absolutely necessary. Typically Kingwelle.

When Christoph shows us his private workshop, our chin (g) folds down again.

Several Kingwelle / BFA engine cases including Kingwelle 244 ccm cylinder for Vespa Smallframe radiate towards us. In addition, the super successful DBM / Quartermile Sprinter with rotary knife gate valve and snowmobile cylinder (with over 70PS) as well as more of Christoph's and Michael's scooters with, of course, more than powerful engines.
This is also the birthplace of the Kingwelle products. Christoph and Michael always had so much power in their engines that they completely overwhelmed the then commercially available goods. In order to stay on top of the podium, the two began to create their own products, blessed with good knowledge through their jobs in industrial production.
They only have one task; To function and maintain even under the toughest conditions. Their countless trophies and successful engines that are equipped with Kingwelle products are the great result of many years of hard development work.


Christoph then also shows us his 'home office', a hydraulic press and associated equipment. In many hours of heavy manual work, the crank webs become a Kingwelle total work of art. As is usual in the 'crankshaft business', it takes experience as well as strength to bring a crankshaft to perfect concentricity with a soft copper hammer. If the terms “hammer” and “crankshaft” in combination sound absurd for many at first - despite all high-tech - this is the only way to go. It takes a lot of experience and skill to bring a crankshaft running with 3 / 100mm to 1 / 100mm. Here, too, you can see how much passion the two brothers put into making their crankshafts. Each shaft is manufactured as if it were for your own motor. There are no exceptions. If something is not 100%, it will be sorted out immediately.
A way of working that creates trust.


Somewhat overwhelmed by the depth of production and the many, enormously exciting things Kingwelle tuning equipment, we went over to the cozy part of the evening. We were allowed to enjoy homemade focaccia at Augustiner Bräu Michaels, an absolute dream! It's interesting how many good tuners are also excellent cooks! Whether nozzles or spices, voting is always the be-all and end-all;)

A few schnapps later, we went to our quarters with cool and clean sea air. As city dwellers, we're not used to ...


At this point we just have to do some surreptitious advertising. In addition to his normal job and the production of the king shaft parts, Christoph also managed to build an absolute dream house with a view of the lake. Since he is a man of action, he has added something so that you can also go on vacation here (

After a more than restful night, the boys insisted on serving us a hearty Bavarian veal sausage breakfast. We were almost moved to tears, this is how it is to live! Thanks again! At least now we realize that we should have visited the boys earlier and at scooter temperatures with our Vespas.

Finally, a joint sight seeing at the 'lake' followed. Living where others go on vacation, that's all you can say about it.


So one can say, in spite of the short time; 'We came as strangers, we left as friends'. From a technical as well as a human side, we have become absolute Kingwelle fans. With the immense background knowledge imparted, we now have a perfect partner at our side, whom we can trust blindly and whose products we can recommend without reservation to anyone who would like to receive a perfect product for a fair price.

Always true to that Kingwelle motto: "The best is just good enough!"

The excellent Kingwelle products can now be found in our Online Store.

Vespa Primavera 125 ET3 on Ebay

Auction for the flood victims - Piaggio Vespa Primavera 125 ET3 (VMB1T) with TÜV


Who here already announced: We are also helping and donating, for example, this Vespa 125 ET3, which is now here on Ebay can be auctioned. The entire auction price goes to community foundations of the Volksbank and Kreissparkasse and thus ends up directly with the people who have lost everything.

Update: we are pleased that the price is over 6.500 euros on the first day! Of course, not everyone who wants to help can bid. Therefore we refer to the official donation accounts at the end of the page. It had to be done quickly, help is needed as soon as possible. A raffle is unfortunately not that easy in Germany because you end up in the area of ​​prohibited gambling. Therefore we chose the Auction on Ebay determined.



Original condition completely revised - all wear parts renewed

We used the last week and completely overhauled the Vespa technically, sometimes 3 employees were working on the ET3 at the same time. The new parts for the overhaul alone cost just under 1.000 euros. The following work has been carried out:

  • Complete engine overhaul
  • Swing arm bearing set fork renewed
  • New tires, rims and tubes
  • Brake shoes
  • Front shock absorbers new
  • New train set
  • A total of almost € 1.000 in parts has been invested in the revision of the technology plus the necessary working time
  • List of parts for the work carried out is attached
  • German papers and fresh MOT until 07/2023


Vespa Primavera ET3 (VMB1T)

The Vespa ET3 (VMB1T) is the ultimate evolutionary stage of the Primavera and V50 series. The abbreviation stands for electronica traversi tre, so electronic ignition and three transfer ports. The main focus of the improvements concerns the technology. Visually, it is primarily the lettering, electronic stripes on the front fender and the side panels. The first 1976 models were in the colors Blue Marine, Blue Jeans and Chiaro di Luna metallized Delivered, other colors followed from 1978. The motor has a third overcurrent channel - traverse. The compression ratio was increased from 8,2 to 9,5, which reduced the ignition point from 25 ° to 20 °. The exhaust is strongly reminiscent of that of the SS 50/90 models and is considered the most powerful standard exhaust. The ET3 has over 7 hp at 6.000 rpm and, at 89 km / h, is the fastest 125cc Vespa of its time and, thanks to the built-in electronic ignition, also extremely low-maintenance.

Beautiful patina & matching numbers

The Vespa offered here from 1983 is mostly in the original first paint Blue Marine 275, individual parts in the hatch and the front fender are repainted. Overall, the scooter is in a preservable and with collectors very sought-after original condition. The existing patina contributes to the unique overall condition at.

Technically, the Vespa is also in its complete original condition, but it has been completely revised and all wear parts have been renewed. Frame and engine numbers are matching numbers and begin with VMB1T or VMB1M. Headlights and all other important attachments are original. Only the built-in speedometer is a repro speedometer, as the original Veglia speedometer stopped at 60 km / h. The original speedometer can be revised and is packed in an air cushion in the glove compartment.

A tour of the Vespa is possible by arrangement from Monday to Friday 8 a.m. to 18 p.m.


Donation opportunities


Under the slogan "North Rhine-Westphalia stands together", the "NRW helps" campaign was formed, in which the major aid organizations in the state come together to form a donation alliance. A joint donation account was set up to bring together the enormous willingness to donate in North Rhine-Westphalia at a central point.

Recipient: NRW helps
IBAN: DE05 3702 0500 0005 0905 05
Bank for social economy


You can transfer donations to the following account at Sparkasse Mainz using the key word "Disaster Aid Flood":

Recipient: Landeshauptkasse Mainz

IBAN: DE78 5505 0120 0200 3006 06

German Red Cross via Paypal

I noticed that and now I always use it when I pay with PayPal. Of course you can also use the Shop pay with PayPal

Donate via PayPal


Further information on help and donation options.

Federal Office for Civil Protection and Disaster Assistance




Vespa PK Lusso speedometers available

Replacement for Vespa PX Lusso speedometer

If a speedometer on the PX / PK Lusso models was defective, in recent years you had to use one broken speedometer to be satisfied. If available at all, with a lot of luck and at horrendous prices, you could possibly still get a used copy on the parts market.

At least for the speedometer glass, we already had one for one Speedometer glass repair kit taken care of by bgm. And for the older PX models there is the Speedometer for Vespa PX from bgm great replacement.

Lusso speedometers now available again

They are new now Replica speedometers for PX Lusso So the later Vespa PX models from 1998-2016 and Vespa PK S Lusso, PK XL and ETS models.

OEM quality

These premium speedometers are made by the same manufacturer who also produces the speedometers for the Vespa PX Millenium / My models for Piaggio!


Premium Vespa speedometer for Vespa PX Lusso and PK - OEM quality

Speedometer for Vespa PX Lusso (1984-) - also suitable for Vespa PK

These ready-to-install speedometers are a very good reproduction of the original Piaggio speedometer of the Vespa PX models from 1984 (Lusso / EFL / Iris), which has not been available for a long time.

We offer these models in different versions:
PX Lusso with original 120km/h Scaling as well as with 160km/h Scala, the speedometers are also available with a black ring (like the original) or a chrome-plated speedometer glass ring.
Vespa PK with 80 km / h or 120 km / h speedometer sheet.

Vespa Premium Speedometer PX Lusso & PK Lusso


These speedometers also fit the later Vespa PX models from 1998-2016 and they can also be used in the Vespa PK S Lusso, PK XL and ETS models.



Great replacement and top quality at a fair price, with a very successful, almost original look!

Scooter Center CATALOG 2021 2022

Modern Vespa, Classic Vespa, Mofa Ciao and Lambretta

This is our new brochure with new parts and the highlights from our range of spare parts, tuning and accessories for

  • modern Vespa models such as GTS, Primavera Sprint
  • classic Vespa: Smallframe, Largeframe and Wideframe
  • Moped Ciao
  • Lambretta

Scooter Center Browse the catalog here
Cylinder -POLINI aluminum 152ccm (Ø60mm) Evolution membrane (54mm stroke) - Vespa PV125, ET3 125, PK125 - crankshaft P2100070 is required

Big Evo racing cylinder POLINI Alu 152ccm / Evolution membrane Vespa Smallframe

The new Polini BIG EVO! Here we have the classic one 133 Polini racing cylinder presented. If that's not enough for you, there is now one Polini BIG EVO for the Wasp Smallframe. This modern racing cylinder means full 152 tsp for the original series engine housing the Vespa Smallframe-Models such as V50, 50N, PV, ET3, PK etc. So you don't need an extra motor housing!

30HP + tuning set for original engines

With a Ø60mm bore and 54mm stroke, as well as very ambitious control angles straight out of the box, the Polini is a serious opponent for the racetrack.
Based on the very successful Polini EVO 133, Polini has put together a great package that is designed for performance above the 30HP was created!

Polini Big Evo 152 Vespa

Data of the Vespa Polini tuning kit

  • Bore: Ø60mm
  • Hub: 54mm
  • Displacement: 152cc
  • Crush dimension: 1 ± 0,1mm
  • Connecting rod length: 105mm
  • Verdichtungsverhältnis: 14,2: 1
  • Piston running play: 0,07 - 0,08mm
  • Outlet shape: two-part
  • Outlet angle: 194 °
  • Overcurrent angle: 130 °
  • Preignition: 20 °
  • Spindle dimension left crankcase: Ø89,5 x 22,4mm
  • Spindle dimension right crankcase: Ø89,5 x 15,8mm


The Polini kit contains the complete intake tract, consisting of:

large membrane inlet, intake manifold and connecting rubber. The 6-flap membrane is equipped with 0.4mm thick plate material. The intake manifold is intended for use with a Ø34mm carburetor cross section (carburetor connection width of the rubber is Ø44-45mm). Modifications in the area of ​​the frame cutout for the carburetor may be necessary.


The Polini tuning set for Vespa relies on the well-known Asso piston of the Polini Aprilia AF1 kits, like the ones from FALC Racing is used in its 153cc cylinder (we can offer the very high-quality Ø60mm Wössner piston from Overrev very much).


Any shaft with a stroke of 54mm and a connecting rod length of 105mm can be used as the crankshaft.
The connecting rod length not only benefits the better connecting rod ratio, but also reduces the necessary housing adjustments for the overcurrent channels to a minimum.


The motor housing must be spindled with a 54mm stroke for the required crankshaft.


In addition to the conventional screw connection, the cylinder head is screwed onto the continuous (longer, enclosed) cylinder stud bolts with 4 screws.


Recommended accessories / setup:

  • Crankshaft: P2100070 or comparable (54 / 105mm)
  • Exhaust system: P2000416 or similar
  • Ignition: P1710554 or similar
  • Dynamic ignition timing (with ignition P1710554): 4,8mm in front of the upper one
  • Piston dead center at 4500 rpm
  • Spark plug: NGK BR9EG or comparable


Very interesting alternative for normal engine cases to the often unavailable FALC Racing cylinder. If you are looking for performance in the range well above 25PS, you will find it here!


Installation instructions Polini racing cylinder


Fits on the following Vespa Smallframe:

Poini 133 Racing racing cylinder Vespa

Polini 133 racing cylinder available!

This is a classic one Polini racing cylinder for the Vespa Smallframe Models PV / ET3 / PK / XL / XL2 models, except PK automatic.

This tuning cylinder is the revised version of the legendary 133 Polini and offers a plug & play high durability with a lot of torque.

But the cylinder also offers a lot of potential for ambitious tuning of your Vespa beyond the 20PS. If that's not enough: Polini 152 Big Evo cylinder

Poini 133 Racing racing cylinder Vespa

The main innovation of this "racing version" compared to the classic 133 relates to the cylinder head, which is made of cast aluminum with a high silicon content. In addition, the head has additional cooling fins on the underside. This means that the heat is dissipated much better, both from the cylinder itself and from the head. The compression was also slightly adjusted.

The copper seal not only conducts heat better, it also contributes to a significantly better seal between the cylinder and the head.

The layout of the cylinder is unchanged and is determined by the six transfer ports. The ASSO piston is made of die-cast, which gives it very good durability and low weight.

With a 57 mm bore, 51 ccm with a 130 shaft and an impressive 54 cc with a 138 shaft are available.

Racing cylinder of the K5 in the ESC

The cylinder is used unchanged in the ESC (European Scooter Challenge) in the K5 class very successfully in races and has "put" around 15 hp.

We already had this cylinder, extremely revised, with 30 HP on the test bench!



Instructions Polini 133cc


140.0050 / R | | 1400050R | P1400050R


Fits on these vehicles

This is the original press release from Polini about the cylinder:


RACING GENERATION Polini Motori has revised the popular cylinder kit for the Vespa 125 Primavera ET3. This is now also available as a RACING version with a specially developed cylinder head for better cooling. The cylinder head itself is also available individually. TECHNICAL DATA: The cylinder is made of cast iron with lamellar graphite. As a result, it has a self-lubricating effect and is very resistant to mechanical loads. This reduces the working temperature and prevents possible loss of performance. The cylinder has a 57mm bore and 6 overflow channels. The piston is made of chill cast light metal with a high silicon content and has two “S10” chrome-plated piston rings. The aluminum cylinder head is equipped with two fins, which dissipate the heat better. Cooling and compression ratio are optimized. The new copper seal prevents gas from escaping between the cylinder and cylinder head and facilitates heat exchange.



Tomas Compositi Carbon Parts Vespa

TOMAS COMPOSITI GRP & Carbon Vespa parts real carbon from Italy

Carbon = carbon not only looks great, this modern material helps to enable top performance. Better, faster, lighter: Scooter racing is when it comes to fractions of a second, and carbon is one of the most sought-after materials to fully exploit performance potential. Every gram counts, because it can make the difference between victory and defeat and either way you look good with carbon parts!

Vespa Carbon Tomas Compositi Parts Vespa Tuning Real Carbon Made in Italia

Vespa carbon parts from Italy

And this is exactly where Tomas Lonardi from Tomas Compositi comes in. Since 2015 he has been producing GRP and carbon parts for Vespa in Legnago / Verona province from selected quality fibers that are processed in an autoclave or oven.

With us in Scooter Center You get the shop Tomas Composite Carbon Parts. In our Vespa Shop you can now get a large selection of carbon parts from Tomas for your Vespa.

Real carbon special parts

they are often for the racing and are lovingly handcrafted in small series. They are made from 100% pure carbon fiber mats and are very light. The surface is clear lacquered. As a rule, the parts are delivered without drilling for assembly in order to guarantee an optimal and individual adaptation to the individual vehicle!

Vespa carbon fan wheel cover



Available products

Cover engine housing - grinding protection -TOMAS COMPOSITI, real carbon- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Cover engine case - grinding protection -TOMAS COMPOSITI, real carbon, for engine case Quattrini C1- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Overhead bin, toolbox -TOMAS COMPOSITI, GRP, tank (dummy) - Vespa SS50, SS90 (1st series - 2nd version)
Cascade -TOMAS COMPOSITI, real carbon- Vespa PX Lusso (1984-)
Cascade -TOMAS COMPOSITI, real carbon- Vespa V50 Special, V50 Elestart
Cascade -TOMAS COMPOSITI, real carbon- Vespa V50 Spezial (conversion to the look from year 1968)
Cascade -TOMAS COMPOSITI, GRP- Vespa V50 Spezial (conversion to the look from year 1968)
Mudguard -TOMAS COMPOSITI, real carbon- Vespa SS50 / SS90
Mudguard -TOMAS COMPOSITI, real carbon- Vespa V50, V90, SS50, SR50, SS90, 90 Racer, PV125, ET3
Mudguard -TOMAS COMPOSITI, real carbon Race, for Piaggio Zip SP fork- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP , PK50 SS
Mudguard -TOMAS COMPOSITI, real carbon, for Piaggio Zip SP fork- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Mudguard -TOMAS COMPOSITI, real carbon, for Vespa PK fork- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Mudguard -TOMAS COMPOSITI, GFK, for Piaggio Zip SP fork- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Mudguard -TOMAS COMPOSITI, GFK, for Vespa PK fork- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Mudguard nipple -TOMAS COMPOSITI, real carbon- Vespa PX (wide type like PX Lusso / T5, suitable for all PX models)
Mudguard nipple -TOMAS COMPOSITI, real carbon- Vespa Rally200, TS125 (VNL3T), GT / GTR125 (from 127358), Sprint (from 172651), V50 Special
Fan wheel cover -TOMAS COMPOSITI, real carbon- Vespa T5 125cc, Pinasco 251
Fan wheel cover -TOMAS COMPOSITI, real carbon 'open'- Vespa PX80, PX125, PX150, PX200 - models only kick starter
Fan wheel cover -TOMAS COMPOSITI, real carbon 'open'- Vespa V50, PV125, ET3
Fan wheel cover -TOMAS COMPOSITI, real carbon race- Vespa PX80, PX125, PX150, PX200 - models only kick starter
Fan wheel cover -TOMAS COMPOSITI, real carbon race- Vespa V50, PV125, ET3
Fan wheel cover -TOMAS COMPOSITI, real carbon Race P09- Vespa V50, PV125, ET3
Fan wheel cover -TOMAS COMPOSITI, real carbon standard- Vespa PX80, PX125, PX150, PX200 - models with electric starter
Fan wheel cover -TOMAS COMPOSITI, real carbon standard- Vespa PX80, PX125, PX150, PX200 - models only kick starter
Fan wheel cover -TOMAS COMPOSITI, real carbon standard- Vespa V50, PV125, ET3
Air duct for brake disc -TOMAS COMPOSITI, real carbon, for Piaggio Zip SP fork, GFK- Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS , PK50 HP, PK50 SS
Spare wheel cover -TOMAS COMPOSITI, real carbon- Vespa PX80, PX125, PX150, PX200
Rear light glass cover -TOMAS COMPOSITI, real carbon fiber- Vespa Rally180 (VSD1T), Rally200 (VSE1T), GTR125 (VNL2T), TS125 (VNL3T), V50 Spezial (German), 50 SR, PV125 (German)
Rear light glass cover -TOMAS COMPOSITI, real carbon fiber- Vespa V50 Elestart (V5A3T), V50 N Special (V5A1T, V5A2T)
Shift box cover -TOMAS COMPOSITI, real carbon- PX, Cosa 1 ° series
Headlight trim ring -TOMAS COMPOSITI, real carbon, rectangle- Vespa V50 Special
Right side flap -TOMAS COMPOSITI, real carbon- Vespa V50 (V5A1T from No. 92877), V50 S (V5SA1T from No. 15325), V90 (from No. 22234), SS50, SS90, PV125, ET3 - with lever
Spoiler -TOMAS COMPOSITI, real carbon slim- Vespa Largeframe PX, Rally, Sprint, GT, TS, GL, LML
Spoiler -TOMAS COMPOSITI, GRP- Vespa Smallframe V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Spoiler -TOMAS COMPOSITI, GRP Race- Vespa Smallframe V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS
Spoiler -TOMAS COMPOSITI, GRP Slim- Vespa Largeframe PX, Rally, Sprint, GT, TS, GL, LML
Cylinder hood -TOMAS COMPOSITI, real carbon- Vespa PV125, ET3, PK125 S / XL
Cylinder cover -TOMAS COMPOSITI, real carbon- Vespa PV125, ET3, PK125 S / XL (for cylinder Quattrini M200)
Cylinder cover -TOMAS COMPOSITI, real carbon- Vespa PX80, PX125, PX150, Sprint150 (VLB1T), GT125 (VNL2T), GTR125 (VNL2T)
Cylinder cover -TOMAS COMPOSITI, GFK- Vespa PV125, ET3, PK125 S / XL (for cylinder Quattrini M200)

Paul project

Since 2021 that is Scooter Center official sponsor of the Vespa racing team "Project Paul". On the weekend of July 03rd / 04.07.2021th, XNUMX the team will go to the Scooter Center Cup at the Nürburgring and we keep our fingers crossed for you. We asked Dennis, the team leader from Project Paul, to introduce himself and the team. And Dennis gives us an insight into the genesis of Paul and what is behind the sport.


My name is Dennis Krawatzki and I am the team manager of "Paul project".

Even as a child, I spent a lot of time on racetracks and loved the atmosphere. My entry into motorized locomotion was a PX 1992 in 80. I quickly noticed that such a Vespa is great for tuning. The PX 80 was the entry level and soon I was taking part in various quartermile races with my Rally 200.

In 2008 I - with Support from Scooter Center - participated in a circuit race, the 4-hour race on the Cologne exhibition grounds, for the first time. Since then I've been infected with the racing bug!

With friends, we already founded our first team in 2009 (DART Racing), with which we were able to successfully complete a number of races.

In 2015 the decision was made to set up their own team. It was clear to me from the start that this team should only be supported by friends. Since my father was not only at my side with words and deeds, but also helped a lot with the construction of the chassis (welding work), I decided to secure a permanent place for him in my team. From now on, the new vehicle was to have its second name: “PAUL”.

“Project Paul”, the resulting team name, started with a Falc Racing rotary valve engine in the first year. Over time, I worked with my friends and companions on optimizations and planned until we decided on an M200 motor and the corresponding setup.

Over the years we have grown into a friendly and familiar group with “Projekt Paul”, and that across national borders. Friends from the Netherlands and France have joined the team. I am delighted by your enthusiasm for this project, the shining eyes of everyone involved (whether they are helpers with the construction, our graphic designer Yoleila or fans with specially made T-shirts at the racetrack) when Paul comes around the corner and it starts again every time again. That encourages me again and again to get better and to further optimize the vehicle. This is an important partner - besides my friends, who are always thinking about the setup Scooter Center, for which I have also been working part-time since the 90s, i.e. producing special parts. Here, too, a long-term friendship has developed between Ulf, Oli and me who now want to support the “Paul Project”.

That fits in with our team spirit: FRIENDSHIP.

My friends as drivers, supporters and fans are there with heart and soul at every race. Whether at the racetrack or online from home, they are excited about every race! And because we would like to (experience) this in the future, we are very happy about the support from Scooter Center and look forward to spending time together. For this, our entire team would like to thank you, the Scooter Center team, from the bottom of their hearts!



Team boss Dennis with Ulf and Paul

Current drivers

Teams of the past years

Racing scenes


Our ULPA fan club



bgm PRO touring CDI for IDM retrofit ignitions

-Original optics in conjunction with a optimized ignition curve for Vespa and Lambretta touring engines-

Our solution for IDM CDIs in touring engines

Use all IDM based ignitions (Vespatronic, Malossi VesPower, Polini IDM, Varitronic, Pinasco Flytech, Parmakit etc.) the same CDI.

The ignition curve of this CDI is based on high performance engines with a late use of power and high speeds designed.
On touring engines, with an early and high torque, this ignition curve is rather counterproductive. Here it often leads to engine jerks in the partial load range due to an ignition point that is too early for the low engine speed.

However, due to the large adjustment range (8 °) of the original CDI, the ignition point must be selected early. Otherwise, the performance in the upper speed range suffers, as the CDI already reduces the ignition point significantly here. We have addressed this problem and a solution developed:


Advantages of our bgm PRO CDI for IDM in tour setup

The bgm PRO CDI has a modified, optimized ignition curve. It offers high-torque touring engines that have a similar power / torque curve as an original engine, ideal working conditions. The adjustment of the ignition point is significantly less, the engine runs quieter and smoother and also develops more efficient, especially in the area above the peak performance (Overrev). As a result, you have an engine that much more tour-friendly is and usually something faster Is on the way.

  • Plug & Play
  • for Vespa & Lambretta
  • replaces the original IDM CDI
  • fits on the original mounting brackets from PK & PX
  • Tour-optimized ignition curve
  • no partial load jerking
  • higher performance
  • original optics
  • screw-in ignition cable

More efficient

Performance diagram measurement bgm PRO CDI for IDM ignitions

Power measurement diagram as PDF

Modern technology in a classic look

The technology of the bgm PRO CDI is housed in the vehicle-specific ignition coil housing from the time it was built. This means that the beautiful old look for classic Vespa and Lambretta is retained despite modern technology.
Compared to an original IDM CDI, that is Ignition cable can be screwed in. Ideal if the CDI should be positioned differently or simply the ignition cable should be replaced.


The perfect addition to high-torque tuning motors that are supposed to get even better.

New Vespa helmets 2021 2022

Vespa Piaggio helmets 2021/2022

We now have the brand new ones in our helmet shop Vespa helmets, original from Piaggio on offer.

The new Vespa helmets in the 21/22 collection are also Made in Italy. We have super nice full face helmets and a large selection of open face helmets available. You can get the Piaggio helmets with and without visor, in different shapes, designs and colors.

In addition to the most modern and safest security features, there is a classic Italian design and very high quality workmanship. Functionally, there are practical features such as the inside that can be removed for washing and, of course, Piaggio has also made sure that the open face helmets also fit perfectly into the Vespa helmet compartments.

There are also cheek pads, visors and umbrellas as spare parts if the worst comes to the worst!

New Vespa helmets Piaggio 2021/2022 jet helmet & full face helmet Vespa


VESPA open face helmet 75th Anniversary

This is my personal highlight of the new helmet collection: Zum 75 birthday from Piaggio there is not only the GTS as a special model, there is also a noble helmet in limited edition75th Anniversary".

The classic jet helmet with three press studs is an absolute eye-catcher. The helmet shell is made of thermoplastic, the helmet has a ratchet lock. Chrome-plated borders, the lining with the Vespa logo, the smoky gray paintwork and the yellow graphic with the Vespa logo characterize this helmet. The scope of delivery includes an exclusive helmet bag with the anniversary logo, which is stylish and practical at the same time. The quality and comfort of the helmet is guaranteed by “Made in Italy”. Homologation ECE 22.05. That could be something too for collectors be!

Piaggio helmet VESPA jet helmet 75th Anniversary black

Racing Sixties 60s Vespa full face helmet

NEW: Vespa full face helmet! To match the Vespa, there is now a Racing Sixties 60s full-face helmet as a special edition after the jet helmet! The two-tone graphics of this special model are coordinated with the design of the Vespa Racing 60s. Available in RED WHITE and in GREEN YELLOW


Vespa full face helmet 60s Racing


  • Outer shell made of fiberglass, double shell
  • Scratch-resistant visor
  • UV-resistant coating
  • Removable and washable inner lining
  • DOUBLE-D closure


Vespa P-Xential 2.0

This is the new Vespa P-Xential 2.0 Open face helmet without visor, the popular jet helmet is also named after the successful Vespa PX: “PX helmet”


Vespa PX open face helmet


The new edition of the classic helmet Vespa P-Xential is based on the style of the bandit helmets. The available colors are coordinated with the color variants of the currently available Vespa models.

The inner lining has been significantly upgraded compared to the previous model and noticeably increases wearing comfort. In addition, the anti-allergic cheek pads can be easily removed and washed, which significantly increases the suitability for everyday use.
The subject of safety is also very important with this helmet. The ABS helmet shell made of thermoplastic meets the strict ECE 22.05 safety standard.

  • classic open face helmet made in Italy
  • Homologation: Safety standard ECE 22.05
  • ABS thermoplastic outer shell
  • Vespa logo in the forehead and neck area
  • 5 press studs for attaching a visor or parasol (available as an accessory)
  • Leather loop in the neck area for attaching motorcycle goggles
  • Anti-allergic velor lining
  • comfortable chin strap with ratchet fastener
  • Weight approx. 1.150g

Visor 3.0 jet helmet with visor

Attractive helmet in beautiful colors and a large classic engraved 3D Vespa logo on the back. The helmet is trimmed with leather and the neat seam underlines the high-quality workmanship.

Vespa VISOR 3.0 jet helmet with visor



The big visor has a recess in the nose area, which makes it very comfortable to wear and prevents the visor from fogging up so quickly.

  • Vespa jet helmet, made of ABS plastic
  • With a clear, scratch-resistant visor
  • Engraved Vespa logo on the back
  • Innovative, breathable interior made of 3D fabric
  • Inner lining removable and washable
  • ECE 22.05 approval
  • made in Italy


Visor jet helmet BT Super Tech jet helmet with sound module

As a basis, the same top equipment as the Visor 3.0, but also an approved one Bluetooth sound module.

Vespa jet helmet with Bluetooth stereo headphones and microphone


The name alone makes it the perfect helmet for yours Vespa GTS Super Tech, of course also portable to all other models. The technical top model is equipped with two integrated headphones with stereo sound and a microphone with modern noise canceling.

The Sound module with bluetooth connectivity tB enables you to pair your phone and transmit the sound to and from the helmet, e.g.

  • Navi
  • Phone
  • Music
  • With additional equipment as an absolute hands-free communication center with intercom

Be Gironi's helmet

Visor 3.0 special edition for the special model Sei giorni

NEW: Vespa VJ jet helmet

The new Original open face helmet from Vespa - now New with double visor: a large clear and an additional sun visor. Great colors, also available with carbon applications and as a Sean Wotherspoon special model! The visor mechanism is available individually as a spare part and in many colors for customization as an accessory.

  • Double visor
    • Retractable sun visor (dark tinted)
    • Continuous, large clear visor
  • The helmet colors are based on the new vehicle colors of the Vespa Primavera and Vespa GTS.
  • ABS thermoplastic helmet shell
  • Removable, washable and hypoallergenic inner lining
  • Chin strap with ratchet fastener / micrometric holding system
  • Homologation: ECE 22.05 approved
  • Engraved Vespa lettering
  • Logo on the back “Vespa”
  • Made in Italy

Why does Piaggio / Vespa also make helmets?

The helmets go perfectly with the respective vehicle colors and can be stowed away in the helmet compartments of the scooter. This ensures that you get a stylish helmet on the beautiful scooter. A Vespa helmet from Piaggio rounds off the Vespa feeling, either as an airy jet helmet or as a sporty classic as a full-face helmet: adapt the look to your personal style!

You can find all helmets in many colors and sizes in our Helmet finder.

You can also get helmets and tips on ours Scooter helmet Special page!

Egig Performance Vespa Tuning

Egig Performance Vespa Tuning Shop

We have many popular Vespa tuning parts in our shop from Egig performance. Here we introduce you to the manufacturer and the highlights in our program.

Erich, aka Egig

Egig, based in the scooter paradise of South Tyrol, was created by Passion for screwing. Egig is driven by the fascination in the combination of the latest 2-stroke technology, packaged in the old tin. Owner Erich, alias Egig, has been screwing things since he was 11 years old (!!) Smallframe Vespa scooters and has perfected this from year to year on its own racing and road scooters and impressively demonstrated it.

The Company Egig performance was created many years later when he noticed that the tuning items available on the market were no longer satisfactory in terms of quality or performance. This has resulted in a fine portfolio High-end Vespa tuning products around the Smallframe. The innovative tuning parts from this Egig product range are continuously perfected, further developed and expanded.


product Highlights


Sport exhaust EGIG PERFORMANCE 'Super Banana Sport' for Vespa Smallframe PV125 / ET3

Sport exhaust EGIG PERFORMANCE 'Super Banana Sport' for Vespa Smallframe PV125 / ET3

The EGIG PERFORMANCE SUPERBANANA Exhaust systems are perfect for inconspicuous but powerful SmallframeEngines. They score with high performance, good drivability and a wide speed range.

The Superbanana from EGIG PERFORMACE is a resonance exhaust, based on the look of a conventional banana exhaust, as already used by Piaggio in the popular SS50 / 90 and ET3 models. The Superbanana is designed to provide powerful engines from 125cc with an exhaust that is inconspicuous both visually and acoustically, but acts on the level of a classic resonance exhaust.

Details about the superbanana


Inside there is a silencer that reduces the volume to the smallest possible level without causing a loss of performance or heat build-up. The difference in noise development compared to an original or other classic 'banana' is only a few more DB and that with + 50% or more performance increase, depending on the engine type.


  • For cylinders with a modern layout (e.g. Quattrini, Polini Evo, W-Force, Egig170)
  • One-piece or multi-piece outlets
  • Overcurrent angle: 126 ° -128 °
  • Outlet angle: 185 ° -192 °
  • Pre-discharge angle: 29-32 °
  • Elbow Ø32mm
  • Suitable for luggage compartments
  • Tires up to 3.50 wide
  • Stud spacing 54-62mm *
  • not suitable for Vespa PK (with cutting out of the side plate assembly also possible on PK models)

* If the Superbanana is installed on 54mm, the M8 collar nut with 10mm wrench size enclosed with the exhaust must be used on the inside of the manifold.

The Superbanana exhaust systems are designed as the final expansion stage for fast street engines. You therefore also need the right environment to deliver the appropriate performance. If the engine is still in production (or has been built rather conservatively despite the 133cc cylinder), the exhaust can only intervene to a limited extent. Here we would rather recommend a BGM Touring or BGM Sport Banana, as they can support the engine much better in such an environment.
However, if the conditions are right (cylinder, intake revision, carburetor size, etc.), the Superbanana currently offers the highest performance increase that can be achieved with an inconspicuous exhaust system.

In order to meet different requirements here, there are two different types, the Sport and Touring versions... read more


Clutch -EGIG PERFORMANCE- One Finger Clutch 5-discs - Vespa V50, PK ...

Clutch -EGIG PERFORMANCE- One Finger Clutch 5-plates - Vespa V50, V90, SS50, SS90, PV125, ET3, PK50, PK80, PK50 S, PK80 S, PK125 S, PK50 XL, PK125 XL, ETS, PK50 HP, PK50 SS

Sports clutch EGIG PERFORMANCE - One Finger Clutch - smooth clutch for Smallframe Motors up to 30HP

In contrast to a 3 or 4-plate clutch, the number of springs can be reduced with the 5-plate clutch. This results in a clutch that is very easy to operate.
In connection with a PK XL2 cover (or alternatively a Crimaz coupling separator) you pull the coupling with one finger. With 6 feathers with the little finger.

Details about the one finger clutch

  • 5 cork discs
  • 4 steel washers
  • mounted pressure plate
  • Also fits in an original primary without a repkit
  • only for repkits screwed from behind (with repkits screwed from the outside, the screw heads may be on the inner basket)
  • Oil 400-500ml SAE 30
  • no spacers necessary
  • The pads of the Xl2 / HP 4 discs can also be used or Fabbri 4s carbon discs

... read more

Exhaust -EGIG PERFORMANCE Mamba Vespa ET3, PV125

Exhaust -EGIG PERFORMANCE Mamba Ø = 32mm (54-60mm spacing between studs), screwed rear silencer (Ø70mm) - Vespa ET3, PV125

Racing exhaust -EGIG PERFORMANCE- Mamba - midrange exhaust for powerful road tuning for Vespa Smallframe

Classic resonance exhaust that produces a very nice performance range with high performance and revving in the appropriate environment of a revised engine.

The Mamba racing exhaust from EGIG PERFORMANCE from South Tyrol is a great midrange system that is located between Python and Cobra.

Details about the mamba

The very well processed resonance exhaust system is designed for engines between 100-144ccm.
It works very well on powerful cylinders such as the Quattrini M1L60 or Polini Evo. The exhaust rewards the right control angle of the cylinder with a broad power plateau and a rich torque. Power consumption from approx. 6000 rpm, power peak around 8000 rpm which, however, is kept above 1500 rpm.

  • Exhaust material: steel, unpainted (painting or galvanic treatment recommended for rust protection
  • Silencer: aluminum, Ø70mm
  • Distance between stud bolts outlet: 54-60mm
  • Elbow diameter: Ø32mm
  • comparable to e.g. L&S Franz, LTH Midrange, VSP Road
  • Recommended steering angle: 127 ° / 184-188 °
  • Suitable for vehicles with a luggage compartment: no

... read more

170cc cylinder -EGIG PERFORMANCE ET3, PV125

Egig 170cc Vespa cylinder

Preview - here in our blog soon more information, pictures, tests, performance curve of the 170cc cylinder from EGIG PERFORMANCE

Order Egig performance.

Air filter fleece insert Vespa

bgm PRO air filter fleece insert for air filter box Vespa Smallframe V50, 50N, PV, ET3

For the Vespa SmallframeModels with DellOrto SHB carburetor we have a high quality Filter fleece from bgm PRO developed. Made in Italia by Marchald.

The new bgm PRO air filter element replaces on all Vespa Smallframe-Motors with sheet metal air filter box use the original wire mesh and can be exchanged 1: 1 easily, quickly and safely.

bgm Vespa air filter fleece Vespa Smallframe & Motovespa – without wire!


  • Significantly better and finer filtering
  • Protects the engine as no fragments of the old wire mesh can be sucked in
  • Also ideal for performance-enhanced engines with increased air requirements
  • washable
  • Easy installation



1. The air filter box

The sheet metal air filter box of the Vespa is held together with two split pins. On the back of the air filter box, the ends of the split pins are bent over as a safety device.

Vespa sheet metal air filter box

2. Remove the split pins and collect the washers

Use suitable pliers to straighten the ends of the two split pins and pull out the split pins. Pay attention to the location of the washers.

Vespa air filter box fuse with cotter pin and washer

3. Remove the cover

The lid can now be easily removed and the original wire mesh, the air filter, becomes visible.

Vespa air filter box wire

4. W-Lan air filter? Our wireless solution

Simply pull the old wire mesh out of its compartment and clean the air filter box.

Due to aging and vibrations, the original wire air filter has a tendency to break the individual wires. These fragments are then loosely in the air filter box and can be sucked in by the engine.

Wireless air filter

5. Insert new bgm PRO fleece

After you have cleaned the box well and freed it from the dangerous wire residues, you can now insert the bgm air filter insert into the compartment of the air filter box. Position the fleece in such a way that there is sufficient protrusion for sealing in the direction of the air filter box cover.

When inserting the air filter insert, make sure that the black, coarse part of the filter mat points in the suction direction, i.e. downwards.

Air filter fleece insert Vespa

6. Close and mount the air filter

Then put the air filter cover back on and secure with the split pins.

When installing the split pins, make sure that a washer is positioned under the head and one under the ends.

Vespa air filter Smallframe

Wasp Smallframe Vehicles with sheet metal air filter box

bgm PRO Sport seat Vespa sport seat

bgm PRO “Sport” sports bench made by Nisa Italy

We have one based on the very popular Nisa 'Sport 20' bench Sports bench Designed for the classic Vespas in bgm design and had the bench made by the Italian bench manufacturer NISA as a bgm version. The new bgm PRO sports seat is available for Vespa Largeframe and Vespa Smallframe and is available in two versions:

Sports bench with an authentic look

The BGM Pro Sport bench has a beautiful Alfatex cover (embossed waffle pattern) on the sides and back and is also available with gray piping. The seat is also provided with a smooth cover with parallel longitudinal seams. For a waterproof surface, these are embossed, not sewn.
The appearance of the BGM Pro Sport is strongly reminiscent of the classic seat humps of the 70s and conveys a cool race flair even when the vehicle is standing.

Vespa Sport seat bgm PRO Made in ITALY by NISA Vespa seat

Vespa seat configurator

You can also find the bench in the Scooter Center Bench configurator, take a look at the seat on your Vespa model:

Sports bench suitable for everyday use

In everyday practical use, it is very easy to drive despite its sporty look. The bench has a pleasantly dimensioned foam padding on which even long tours are fun. A nice feature is the completely padded hump. This offers a good grip when riding solo, but can also be used as a pillion seat if necessary.



Modern magnetic closure

Another intelligent feature is the bank's magnetic lock with an extremely powerful neodymium magnet. The bench can be opened easily with one hand, but still holds better than many classic hook fasteners. The greatest advantage of the magnet technology is that the bench rests on the mounting plate, which is supplied and is firmly screwed to the frame. The magnetic force is so high that the ignorant who try to open the bench, assume that the bench is locked.

Top quality - handmade in Italy

The bench frame is made of impact-resistant and durable ABS plastic. The cover is stapled all the way around and is therefore very securely and permanently attached (in contrast to pure gluing as is otherwise usual). The frame is provided with six rubber pads. So the load is distributed very well over the entire frame and the bench gives a very solid and full seating feeling. The bench hinge is typically very solid and solid and therefore very resilient. In addition, it is screwed and can be exchanged (in the highly unlikely event of a defect).

Available for Wasp Smallframe and Largeframe (Largeframe-Models with a high tank (GS160, SS180, Rally180 / 200 require the flat tank of the Sprint / PX models without an oil tank)

CONCLUSION: Nice flat bench with a great racing look but touring qualities!

Note for the LargeframeVersion and Vespa PX
For PX models only suitable for tank versions with a hinged lid.
Not suitable for Lusso models / vehicles with oil tank.


Order a seat:

Classic Castrol collection

Castrol Classic Merchandise

We offer a high quality range of classic items, from oil cans to magnets and wall signs, all with the iconic 1946 Castrol Classic Branding. Whether in the workshop or at home, our nostalgic range combines both retro style and functionality. Including workshop accessories, clothing and more, there is something for every classic car owner or lover.

Castrol Classic Merchandise not only for Vespa & Lambretta fans

Whether as a gift for an enthusiastic scooterist or as a gift for yourself, you will find the perfect something in our range!

The idea with the castor oil

Castrol was founded by Charles "Cheers" Wakefield under the name "CC Wakefield & Company". In 1899, Wakefield left his job at Vacuum Oil to start his own business selling lubricants for railways and heavy machinery.

At the beginning of the 20th century, Charles developed an interest in two new motorized vehicles: the automobile and the airplane. His company started developing oils for the new engines. These oils had to be thin enough for a cold start and at the same time thick enough to work at high temperatures. The company's researchers found that the addition of Castor oil a vegetable oil made from castor seeds. They called the new product " Castrol ". 1919 used John Alcock and Arthur Brown Castrol oil on the first non-stop transatlantic flight in history.

Heiko's idea with the Castrol sponsorship & fast too slow

CC Wakefield not only invented a new type of motor oil, but also a new way of attracting potential customers to its product: the sponsorship. The name Castrol appeared in flight competitions, car races, and speed record attempts Banners and flags.

Over time, the brand name of the motor oil has become far better known than that of the company's founder / company. This fact led to the renaming of "CC Wakefield & Company" in 1960 castrol ltd

I have been driving Vespa and Lambretta for over 32 years. It all started with a red Vespa PK50S that, bought used, was waiting for my driver's license in my parents' garage. But that was me fast too slow.  The first tuning measure was to mount an expensive 50km / h exhaust. But it didn't do that much, the moped boys were still flying past me to the right and left. So it was sold and I was interested in a black PX 80 Lusso, which was very expensive in insurance at the time. During the test drive, the gears have always been blown out. But I was happy to have my mother ready to buy me this scooter ... also, my father was on a business trip and didn't know anything about the new “80s”. So: now or never! So the scooter was bought with this “little hidden flaw”.

Scootershop, Scootering & Mods, Scooterboys and Scooter Scene

We all know what was wrong with the engine: the reason for the uncontrolled gear changes was the worn “round” gearshift cross. The next Vespa dealer wanted 700 DM for the change, but that was no longer in the budget when I sent my scooter update. I got in contact with other scooter riders.

One of them was still on the skateboard as a skater last week and now suddenly motorized on a brand new Vespa PX 80 Lusso. A month later I met him again, there he was sitting in a suit and polished leather shoes on his Vespa, which was now plastered with mirrors and chrome parts. The next time I met him, half was missing on his scooter and on his head too. Instead of fine leather shoes and a suit, he now wore red boots up to his knees, camouflage pants and a bomber jacket. All that was left of his “popper mane” on his head was a small curl of hair that fluttered listlessly in his face after he took off his helmet. Somewhat irritated, I asked him if he had an accident with the scooter and why he looks so strange. He said he was now a Scooterboy and the scooter was a CutDown!

He had probably discovered her before, she was new to me at the time: the MOTORETTA, the Scootermag and still in black and white. And so the evil took its course. Now the 80s became somehow for me too fast too slow, Schoolmates with DT, RD, MBX & Co and even some mopeds, were faster than me. So if I change the gearshift cross anyway and remove and dismantle the engine, I could make the box a little faster ... In the meantime, I had that too ROLLERSHOP catalog and the SCOOTERING discovered.

The custom paintwork from the glossy magazines fascinated me so much that I sat down in my 80s “children's room” and dreamed of great paintwork and scribbled a few of them on paper. Yes, laugh, these are my collected works:

Castrol sponsorship with the “Castrol Vespa Racer”

Somehow my dreams about custom paintwork didn't come true, so I later took the initiative and asked Castrol to sponsor it. To be honest, I'm a bit uncomfortable right now: I was quite sure that I did it at the age of 16. According to the date of the letter to Castrol, which I found in my “Scooter Scene box”, I was a bit older and already doing community service at the time.

Unfortunately I have the drafts of my "Castrol Racer”With 20 HP and targeted 130-140km / h no longer. I had enclosed the drawings with the letter to Castrol, Motorsport Department. From the letter I found this test print with corrections. But I definitely didn't write to UHU and NUTELLA, MÜHLEN KÖLSCH? Perhaps! I do not know anymore…

But the man from Castrol was very nice, invited me to the IFMA in Cologne and after a short chat in the Castrol truck gave me a few Castrol stickers.

If anyone from Castrol reads this: my offer is still available! This is, for example, my Augsburg Vespa T4:

Classic Castrol Store

You don't need to write any sponsorship requests for our Classic Castrol merchandise, you can now get the cool retro Castrol Racing products from us at cheap prices Classic Castrol Store:

Classic Castrol products

Classic Castrol products