EICMA (Esposizione Internazionale Ciclo Motociclo e Accessori), the international motorcycle and spare parts show, is the most important exhibition to explore the latest novelties from the scooter world and we from Scooter Center are also there! We are proud of the continuous development of our bgm items for vintage and modern scooters.
Today we first visited the hall 9 to have a look at the “new” Lambretta. Our friends from Rimini Lambretta Center present the new Lambretta customized for Vittorio in RLC race style as well as the new Casa performance save parts. Particularly interesting was the rear wheel rim with inner brake disc.
Piaggio presents the new Vespa Primavera in its new bright colors.
Besides the well-known "Sei Giorni" model, this year Piaggio also presents the Vespa GTS300 Notte and its spare parts in black. Perfect for the GTS Notte is also ours sports fly screen.
The Wideframe/ rod models (low headlight) Pinasco presented the Nordkapp cylinder with its new feature: the reed valve intake. Of course there is also an intake maniforld, this time not for a Polini CP carburettor, but for a Dell'Orto 22mm carburettor which Pinasco will offer with throttle lever.
Besides the genuine engine casing with three studs and the possible reed valve intake, as already showed at the Vespa world days in Rooms, Pinasco also presented the engine casing with four studs: thanks to this feature it is possible to mount all PX 177 tuning cylinders.
In addition, Pinasco also presented the Zamak rotor for the Flytech ignition which fits the rod models (faro basso) and GS150 engines.
Vespa GS160 / SS180
The GS160 / SS180 cylinder with direct intake looked like a dual carburettor cylinder with oval / long holes for 200cc models.
Wasp Smallframe
For the Vespa Smallframe models Pinasco also presented the new Pinasco engine casings and the crankshafts which are not yet available. On display also further crankshafts with replaceable balance weights.
Wasp Largeframe
Particularly interesting was the new crankshaft for double intake.
Pinasco now offers premounted 225cc engines. 60mm stroke, 225cc, 21,5PS at 26 NM. 10-13-17-20 / 35 gear cluster with 23/64 gear ratio. Flytech ingnition 1,4kg. The item does not include: carburettor, carburettor casing, clutch cover, flywheel cover and complete brake.
The Si28 carburetors are now in VRX-R version with a small foam filter.
mopeds
Also for Ciao, Si, Bravo and Boxer models there are new spare parts:
https://blog.scooter-center.com/wp-content/uploads/eicma-2017.jpg462900Emanuela Lucatuortohttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngEmanuela Lucatuorto2017-11-08 16:30:462018-04-26 11:41:25Scooter Center at the motorcycle show EICMA 2017, Milan
In our online shop you will also find repair kits at a convenient price. The practical and useful sets include all the spare parts you need for the overhaul of your Vespa engine: Vesps repair kits
Also recommended: bgm PRO Protection gloves
To protect your hands from injury or dirt we suggest you use our work gloves by bgm PRO.
https://blog.scooter-center.com/wp-content/uploads/vespa-kurbelwelle.jpg506900Emanuela Lucatuortohttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngEmanuela Lucatuorto2017-11-03 10:29:412017-11-03 10:29:41Vespa crankshafts bgm PRO back in stock
How to measure with precision the port timing of your 2-stroke engine?
So far the measurement of the port timing for Vespa, Lambretta & co. was a complex procedure, but now you can have a precise measurement thanks to our digital degree wheel -DN Performance 360 ° Port Timing Tool.
DNperformance digital tool for port timing measurement PT360
The new Port timing toolby DN Performance is very easy to use, suitable for almost every engine and with a degree of precision equal to 0,05 °.
No more awkward setting up of the degree wheel, no parallax (reading error due to the side view), very quick and very precise!
Just fix the digital degree wheel to the engine casing and connect it to the crankshaft with a suitable socket wrench.
Part number 8099009: precision measuring tool to determine the top dead center and the ignition timing. The item is also provided with a fixing bracket which shall be mounted instead of the cylinder head.
Video - port timing measurement
Have a look at this video and see how you can quickly measure the port timing of your engine!
The price of the T5 crankcases will be slightly higher than that of the crankcases of the PX version. Further technical details will be available as soon as the crankcases will be in stock and we'll keep you updated on our blog page.
For further information about a suitable exhaust please click here: Vespa T5 exhaust
First pictures of T5 crank cases
Here some pictures which Pinasco provided us. Crank cases are expected to be delivered with all fixed studs and suitable silent buffers for the engine mounting and shock absorber mount.
https://blog.scooter-center.com/wp-content/uploads/2016/10/this-is-177.gif250970Emanuela Lucatuortohttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngEmanuela Lucatuorto2016-10-13 12:58:192016-10-13 13:01:24bgm 177 / 187cc cylinder kit for Vespa back in stock
For many years it was not possible to replace the speedometer lens on Vespa PX EFL. If the speedometer lens was broken it was necessary to replace the whole speedometer - which may be very expensive. Until recently the situation was critical since there is no availability of new speedometers for the first models of Vespa PX-EFL. The speedometers sold on the second hand market are usually faulty, while the digital speedometers produced in Asia are not everyone's cup of tea.
Speedometer lens set easy to replace
A new speedometer kit (lens and bezel) is now available in our shop: the lens, made of plastic, is clear (like the genuine one) or smoked and the bezel is available in black or chrome.
The speedometer lens also fits the modern Vespa models: Vespa GT and Vespa GTV!
Easy fitting of the new speedometer lens
Before replacing the lens it is necessary to remove the speedometer form the handlebar cover. Take off the bezel using a screw driver until you can pull it off from the speedometer cover. You can now take off the bezel and the lens and replace them with the new parts.
In order to fasten the bezel, we suggest you to put the speedometer on the table, with the lens downwards and on a soft cloth, then carefully replace the speedometer bezel using a rubber hammer or a piece of wood or plastic.
PLEASE NOTE: Before fitting the speedometer in the headset cover, we suggest you to replace it rubber seal. This gasket between speedometer and headset great The penetration of moisture in the headset prevents.
The speedometer lens kit fits the following vehicles:
Our new clutch tool is a clutch extractor for Vespa Largeframe and a clutch compressor for large and Smallframe at the same time. This super small and handy tool in workshop quality should be part of every on board tool set and of every garage!
Quick, safe and gentle loosening of tight clutches!
A securing nut tightens the so-called 6 and 7 spring clutches of Vespa Largeframe-models.
This screw connection is often not strong enough for power transmission.
Causing the woodruff key to shear off and the clutch hub to distort on the crankshaft. "Screwed" on the taper in this manner, you won't be able to loosen the entire clutch easily after loosening the securing nut of the crankshaft as you usually would. You should rather expect fierce resistance.
Hint: Do you want to continue to drive with a 6 or 7 coil spring clutch? Use our special nut with hex head to tighten the clutch. Using this is a lot easier and safer than an ordinary securing nut.
Clutch extractor for Vespa Largeframe
Our BGM PRO extractor also loosens very resistant clutches and makes dismantling easy.
You will no longer need heavy tools, large levers, which damage the sealing surface of the clutch cover. The same is true for working on or even destroying the entire clutch.
https://blog.scooter-center.com/wp-content/uploads/2016/08/bgm-clutch.jpg8991047Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2016-08-08 12:23:032016-08-08 12:23:03BGM clutch for Vespa available again
Just in time for the summer season BGM Superstrong clutch for Vespa largeframe is available again. The robust and reliable clutch is very much sought after, leading to having been sold out for a short time.
New generation of drive plates for Vespa clutches
From now on we will deliver the BGM Superstrong and the Superstrong CR with a new generation of steel plates. Did you know that there is a best order of assembly for the steel plates?
Vespa Superstrong clutch for Vespa largeframe P1390241
The new clutch comes with each plate being clearly marked with the correct position of the plate.
BGM Superstrong - new drive plates for Vespa clutches
We have revised all plates and optimized their fit.
The plate on position two has now got a defined curve at an individual radius in order to generate smooth disengagement behavior with any load.
The steel plates are series tested for smooth running and planar surface, as well as for quality of material and hardness. All steel plates achieve values around 10hrc.
Apart from optimizing steel plates, nothing was changed in the proven concept of Superstrong clutches for Vespa PX, T5, Sprint, Rally ...
FuelFriend, the smallest jerry can on the market, which is compatible with fuel nozzles!
We're way in the season! Many scooterists are currently on their way to the Vespa World Days in Saint Tropez / southern France. Next year the distance will be shorter for those Vespa fans coming from Germany. Vespa World Days 2017 will take place in Celle / Germany.
No matter where to, a scooter tour with friends is always great fun. And the perfect gear adds to the fun and also makes the journey a lot safer!
Transport luggage on a Vespa
Packing correctly is crucial. You should tighten your luggage as centrally and securely as possible to your scooter. Best would be a bag, which lasts at least as long as your Vespa: the SEA'N'SAND T-Bag Vespa travel bag.
Have you ever had a breakdown due to an empty tank? Our loved scooters often don't have the largest range, which might be even less after some tuning. We therefore recommend: the durable and safe mini fuel reserve, which also fits in the smallest luggage or helmet box! The scooter jerry cans with 1, 2 or 3 liters volume fit in the glove box of a Vespa PX, T5, etc. See pictures:
Jerry can FuelFriend PLUS 1L
the smallest jerry can on the market, which is compatible with fuel nozzles!
the emergency reserve for motor bikes, scooters, quads and other small power engines
small size, highly robust, meets the highest security requirements
with eyelets at the sides to fasten tightening straps etc.
https://blog.scooter-center.com/wp-content/uploads/2016/06/vespa-scooter-jerry-can-scooter-center.jpg674900Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2016-06-06 16:01:072016-06-06 16:01:07Jerry can for Vespa glove box
Be honest - have you ever replaced the silent blocks of your Vespa? Even during a total make over this is the part which is often neglected.
It might happen, that after many kilometers on the road, the sight of the most beautiful backside on earth is a little strange.
Take a look at the rear wheel from behind. If it is at a slight angle, the silent blocks in the engine casing will be past their best days.
Why silent rubbers?
Silent rubbers fulfill a difficult task: They are meant to eliminate unpleasant vibes of the drive unit swing arm and, simultaneously, give a reliable and safeguide of the rear wheel. The silent rubber on the right additionally needs to bear the major part of the engine's weight. Therefore, the right silent rubber bears more load and wears off quicker.
A new set of silent rubbers should deal with this issue. At least that's what you might think ...
Be careful with "OEM quality"
It seems that, let's call them, “other” suppliers have now found their way into the Piaggio bag.
Original silent rubbers are sometimes very soft, causing the engine to be at an angle to the frame, just by the means of it's own weight. Loaded, which means with driver, it won't get any better. Quicker Vespas with worn or too soft silent blocks sometimes tend to swing to and fro the longitudinal axis at higher speed.
Solution: load oriented silent blocks
We have therefore chosen a slightly harder rubber for the BGM PRO silent blocks and decided for an even harder rubber for the strained side, which needs to bear the engine.
The harder, right side therefore counter acts the engine's weight and is a safe guide for the drive unit swing arm.
The BGM PRO silent blocks for Vespa engines are marked with colors:
GREEN marks the harder silent rubber for the right hand side (seen in direction of travel)
NET marks the silent block for the left hand side.
Easy assembly of silent blocks
When determining the shape of the silent blocks, we decided for a version with two parts.
This makes fitting the silent rubbers a lot easier. Tire mounting paste helps to fit the rubbers.
You should not use any grease.
We currently offer silent blocks for the following Vespa models:
The wide rubber perfectly supports the shock absorbers and, compared to other narrow-chested alternatives, it resists wear a lot better.
The rubber and popular silentblock bushings are available in these sets:
Lovers of chain driven Lambrettas can already turn to silent block sets for a while.
During the development of silent block sets for Vespa we have profited from the positive experiences of development Silent rubbers for Lambretta with varying degrees of hardness.
When transforming or restoring a scooter It's often the small things that are missing and then might cause the mechanic to loose his cool.
For example: a small blank rubber plug, aka grumble, is missing in order to connect the battery or indicator, or a plug rubber is missing to close a no longer wanted hole, because you want to fit another tail light.
It's a sideswipe like this that really takes time and gets on your nerves.
An open hole in one of the side panels does not really add to the looks of a scooter. You could weld, polish and paint that piece. But you could avoid all this by closing the visible hole with a blank rubber plug.
A set of blank plug rubbers or grommets helps you in this cause.
The tip for any garage
The sets cover a wide range of rubbers of the popular diameters, which you need for most of the scooters. All plugs are sorted according to their outer diameter and come in a transparent box. Your scooter garage will remain tidy!
grommet
Item number 3331729 Blank plug rubber set frame -UNIVERSAL, open (type: grommet) 128pc. - black - Ø = 6-24mm
Blank plug rubber
Item number 3331728 Blank plug rubber set frame -UNIVERSAL, closed (Type: blank plug rubber) 140pc.- black - Ø = 7,0-9,5-12,0-15,8-19,0-22,0-25,4mm
https://blog.scooter-center.com/wp-content/uploads/2016/05/blank_plug_rubber_set.jpg30004000Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2016-05-27 09:47:162016-05-27 09:47:16Tip: Rubber set for grommets and blank plug rubbers of a scooter
Our BGM PRO Superstrong clutch for Wasp Largeframe engines has proven excellent performance time and again. It was now updated.
You can fit the CR clutch plates of the "Superstrong CR”Version without further ado.
Fully assembled clutch available
The upper disc was subject to special treatment and offers space for a reinforced top plate.
Fitting the clutch remains the same as before.
It's usually sufficient to adapt the clutch cover, as for a Cosa version.
You will find the relevant information in the download section of the product in our shop.
The outer diameter of the CR version's clutch spider did not change.
We have merely adapted its contour for the CR discs to fit without a need for changes.
Remaining parts like hub, sprocket and steel discs are the same as in the Superstrong Cosa version.
New Vespa clutches:
Superstrong CR is available in the following variations:
Plug & Play
Vespa PX80/PX125/PX150/Cosa125/Cosa200 (the large primary drive wheel features 67 or 68 teeth)
You have a high-torque engine and want to change it number of teeth of your primary drive wheel to 64? We recommend using a reinforced repair kit as well. Reinforced springs have an improved jolt damping and deal mechanically better with a higher torque of monster engines than the standard version.
Advantages of CR plates
We have already mentioned the advantages of CR plates for high performance engines in ours post on clutch plates. This is a short exception:
"How can such a small, flat clutch plate be better than the larger cork version?"
One: material with better friction value. Two: “effective radius”.
The outer diameter in connection with the height of the lining results in a certain radius, which is decisive
This means that with the same diameter, the lever arm, which counters the torque at the hub, is longer, since the distance between the center of the lining and the crankshaft pivot point is larger. Which basically is the simple lever principle. So to say: it's “easier” for the clutch lining to deal with the torque.
As you can see, there are two reasons why a clutch with CR plates can transmit higher torque at the same contact pressure of springs. It is general, omnipresent physics and the material used for clutch lining.
A CR-plate set stands for a low movement of the lever and a clear and freely working clutch. The plate material also guarantees easy and secure shifting of gears in high revs.
We have already presented the new cylinder in this post. Today we would like to offer you an insight into developing this cylinder. The cylinder will finally be available from the beginning of April 2016!
Developing the Vespa cylinder BGM177
Developing a two-stroke cylinder is very exciting.
Numerous parameters, which need to be considered, thousands of times on the dynamometer, a repetition of measuring, calculating, testing, thousands of kilometers on the road ...
What for? To have a final cylinder, which offers high torque and is willing to deliver maximum performance, at the same time resistant with a low consumption.
And we want it all. A cylinder for tourers, which can be combined with standard components, and for ambitious tuners, who want the highest performance possible. It is about offering the widest range possible.
We would like to give you an insight into the tests, which have been conducted for the BGM177.
DESIGN OF TRANSFERS
We tested various options for the outer design of the transfer ports.
We designed various transfer geometries, trigger delay angles and combustion chambers, which were put to practical tests on the road as well as on the dynamometer.
TEST ENGINES SPRINT150
We have been using an original Piaggio Sprint engine as a starting point for our tests and for some we also have been using a LML engine casing with original inlet membrane control.
The Sprint engine casing represents the very small, original rotary valve inlet of largeframe engines. The rotary valve inlet of a PX125 is only minimally larger than the inlet of Sprint engines. Trigger delay angles of the crankshaft are almost the same. In terms of possible performance, this was the “least attractive” package. However, we wanted to know the performance with basic parts or rather which performance we could expect of the rest.
We have already presented the comparison of a Spring engine with a 24mm SI carburetor of a PX200 and a 12HP 200 engine.
In order to easily understand the following graph, just imagine a normal PX200. With a standard 200cc you will feel something like acceleration up to a speed of about 90km / h. This speed represents about 5500 minutes? ¹ of the engine. Once you have reached this torque with a 200cc engine, it will take some time to get to 100km / h (6000min? ¹). Now, take a look at the graphs and compare the equivalents of this torque on the blue graph and the red graph. You will see that the BGM177 even adds more torque. In other words, while a 200 is slowly running out of steam, the BGM177 will continue to accelerate.
BGM177 vs PX200
TEST ENGINE LML150 DIAPHRAGM
The 125cc engine of a Vespa Sprint with small rotary valve restricts the development of performance at a certain level of performance and torque. We have therefore used a LML engine casing for varying tests and comparisons. The standard LML engine casings comes with a reed valve intake and large transfer ports in the casing and is the best basis. This can diminish the influence of eg an intake, which is too small, or differently designed transfer ports on the test results within one series of tests.
It's also fairly easy to switch between a SI carburetor and a large, grown-up intake.
We have started these tests with a pre-series cylinder with small transfers in the cylinder base
and a piston, which has been specially produced for this test.
Why? We wanted to find out how the piston needs to be designed in order to give enough room to the transfer ports to guarantee a good situation. The piston had been constructed in a way that the hole around the gudgeon pin close to the transfer ports could be adapted by milling.
After every little step, we put it to the test on our dynamometer to find out which shape or which combination works best.
TEST TRANSFER PORT CROSS-SECTION CYLINDER BASE
The following series of tests has been conducted on a LML membrane engine with a 24 SI carburetor, a BigBox Touring and various versions of pistons and transfer ports.
Then, the cylinder head still had a relatively high compression. We have reduced compression of the standard cylinder head a little to gain a wider range of performance.
The original test piston was shaped like the original PX piston. So, for the red graph, the piston skirt was closed (like for a Piaggio, Polini, Grand Sport, ...).
The blue graph shows the result of the piston with a few millimeters less around the gudgeon pin. You can see such a piston on the picture above.
The green graph shows the performance with a semi-closed transfer port at the cylinder base and an adapted piston. The free space of the transfer ports in the cylinder base represents about 80% of the possible space of the cylinder.
REDGRAPH: closed piston skirt
BLUE GRAPH: semi-closed piston skirt
GREEN GRAPH: opened piston skirt
Result: the BGM177 can be combined with the gearbox of a 200cc engine without causing any problems and even performs better than the large 200cc engine.
From about 1982 onwards, engines of PX125 and PX150 have been fitted with a gearbox almost identical to the one of a PX200. In these cases it's possible to directly extend the primary drive to transfer the plus of performance to speed.
We recommend using a primary drive wheel with 64 teeth. Depending on the area of use, you can adapt the total gear ratio with a clutch sprocket. The advantage of a primary drive wheel with 64 teeth is that you may use the BGM clutch sprockets with 22, 23 or 24 teeth.
So you can set your engine for anything between "sporty and short for cities (22/64)" and "highway - provide a maximum (24/64)".
Our next post will be on various carburetors and intakes on our LML test engine.
https://blog.scooter-center.com/wp-content/uploads/2016/04/development-bgm177-cylinder.jpg5321060Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2016-04-01 07:35:522016-04-06 12:22:36BGM PRO 177 cc cylinder for Vespa PX125-150, Sprint150 Veloce - part 2
We would like to present the new BGM177 cylinder, which will be available in April 2016.
First video of BGM177 - 177cc cylinder for Vespa
At Scooterists Meltdown we have shown the cylinder for the first time. the new online scooter magazine SLUK interviewed Philipp and published an exclusive video about our new cylinder:
Benefits all Vespa 125/150 largeframe engines with 3 transfer ports.
Forinstance:
Vespa PX125
Vespa PX150
Sprint 150Veloce
Vespa GTR125
Vespa TS125 and
Cosa 125/150.
Powerful and reliable cylinders made of alloy
We have designed a powerful and reliable companion for you.
We have put many ideas into practice to design a cylinder with the highest possible wide range of performance.
BGM177 was made of alloy, just like all modern cylinders.
Very good heat dissipation is one advantage, which is positive for lifespan, consumption and performance.
The cylinder hole is coated with nickel, silicon and carbide and extremely wear resistant. The forged piston is made of alloy and has two piston rings.
Very light piston
The design of the piston paired with a high degree of silicon in the material used, generated a lightweight of 193 grams with high thermal and mechanical stability, which is positive for torque and smooth running.
The piston rings are 1mm thick and are being produced by a renowned Italian manufacturer, which also supplies leading piston manufacturers like Vertex and Meteor. The thin rings minimize friction, which increases performance and make it possible to easily enlarge the outlet duct window.
The gudgeon pin is biconic, which means that its inner ends are thinner than the middle part, further reducing the weight of moved massed.
Alloy cylinder with ceramic coating and large transfer ports
Large ducts and large transfer ports in the cylinder are the best basis for a wide range of performance and an early torque.
The BGM177 can be combined with simple serial components, like the original SI20 carburetor and an original exhaust. This already increases performance significantly. A modern designed cylinder leads to very low consumption at high torque in the low revs range.
Cylinder with vast potential for tuning
Do you want more performance? The BGM177 offers plenty of potential and possibilities to further increase performance with a minimum of work. The cylinder reacts very well to larger carburetors and supported by an exhaust like the BGM BigBox Touring.
Transfer ports in the cylinder base can easily be enlarged. The two large transfer ports on the left and on the right are only slightly covered, so that you can easily open them up with a small hand drill. So you can either fit the cylinder to an already adapted engine casing or copy the duct profile to an engine casing.
CNC milled cylinder head
The CNC milled cylinder head has many cooling areas and the hole in the center of the cylinder head prevents air from being stored in the combustion chamber.
It's also possible to place a temperature sensor in the hole of the cylinder head. This position close to the combustion chamber grants a reliable measurement of temperature.
Placing a temperature sensor below the ignition plug using an adapter ring or above the thread outside the cooling fin are commonly used methods, but they don't generate reliable results. In these cases you can only see the temperature of the cooling air close to the ignition plug or the temperature of the cylinder head at the outside of the cooling fin. We think that these positions are simply unsuitable to gain reliable results. BGM therefore prefers a position as close as possible to the combustion chamber.
Combustion chamber for wide performance range
The combustion chamber was designed to grant a wide performance range. A strong expansion exhaust chamber may be used after adapting the squish gap, thanks to the design of the cylinder head insert. With a 57mm engine displacement and a touring or box exhaust you can use the provided gaskets to adjust the squish gap to 1mm.
Are you using the cylinder with an expansion chamber exhaust and 60mm engine displacement? We would recommend starting with a squish gap of 1.2mm.
Timing 57mm
With an engine with a stroke of 57mm and a squish gap of 1mm, you will reach the following values:
Compression 10.3: 1
Transfer timing 118 °
Exhaust timing 171 °
Thanks to the dimension of the cylinder you will only need a 4mm gap to center the cylinder head in the hole. The gap will prevent the cylinder head to stick out into the combustion chamber, even if you adapt the engine displacement. With an engine displacement of 60mm and depending on the engine concept you can lift the cylinder even further to achieve significantly larger transfer port angles.
Timings 60 mm
With an engine with a stroke of 60mm and a squish gap of 1mm, you will reach the following values:
Compression 10.8: 1
Transfer timing 123 °
Exhaust timing 173 °
The outlet width is 42mm (66%) and therefore offers positive conditions for an engine with high torque at small trigger delay angles.
BGM177 vs PX 200 12HP
Plug & play with a lot of power
This is a comparison between a BGM177 and a standard Rally200 with 12HP Piaggio cylinder (comparable to a Vespa PX200 GS).
The BGM177 cylinder has not been adapted for this experiment and is used with a Sprint Veloce engine.
Intake, crankshaft and engine ports have not been adapted.
We only attached a SI24 carburetor of the 200cc models without adapting the carburetor box or engine casing and combined it with a BGM BigBox Touring.
Jets are very similar to those of a standard 200cc version:
Main air correction jet: 160
Atomizer: BE3
Hand jet: 125
Idle jet: 55/160
Air filter: standard (no additional holes)
Ignition advance was adjusted to 19 ° before the upper dead center.
You can clearly see the wide range of performance (straight line) and the high torque (dotted line) at idling even with a non-adjusted engine.
[Table id = 3 /]
The next post will be on increasing performance with this cylinder and a LML reed valve engine will serve as a basis.
Here you will find every spare part for Vespa and others scooters
To some it is carburetor, to others carbureter, and to yet someone else it may be carburator, carburetor or carburetter. The search engine of our Scootershop tries to eliminate this malice. Which terms do you use? No matter what terms are used by others or if you don't know the correct term:
Simple search for spare parts with the help of exploded views
Our save part finder makes it even easier: optic part navigation in our exploded views helps you find all the spare parts for your scooter you need
Try it right away. Choose your scooter model here or check all exploded views out.
https://blog.scooter-center.com/wp-content/uploads/2015/11/rollerteile-explosionszeichnungen.jpg451900Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2015-11-26 12:03:072015-11-26 12:03:07Find spare parts for scooters with the help of exploded views
The whale is a tool which helps you, to precisely adjust the ignition of your Vespa. "The Whale V-Duo", a calliper, is suitable for Vespa largeframe and smallframe. A suitable tool for Lambretta is being developed.
The calliper is made of two parts and comes with measuring tips that can be freely moved and an effective measuring range of about 40 ° each. To easily define the ignition point for static and variable ignition timing.
Suitable for existing fixation points on the flywheel cover
Set 0 ° position to perfectly mark the top death center
Stainless steel with resistant industrial engraving
This is the ultimate tutorial (in German) by Jörg Pien and Kevin Wintergrün (PX Garage Nienburg). They demonstrate three ways of adjusting the ignition of your Vespa with "The Whale", the new ignition tool for Vespa.
PDF instructions adjusting Vespa ignition
As an alternative you can download the instructions by Jörg Pien here:
https://blog.scooter-center.com/wp-content/uploads/2015/10/der-wal-wekzeug-zuendung-einstellen-vespa.jpg451900Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2015-11-18 06:15:152015-11-19 14:40:47Adjust Vespa ignition with the whale
Scooter auxiliary stand Affordable adapters individually available for Lambretta and Vespa Smallframe
Additional brackets for the auxiliary stand for Vespa V2 -PX GARAGE Nienburg- are now available for Vespa Smallframe (V50 / PV / ET3) and Lambretta (S3).
Scooter auxiliary stand for Vespa Largefame, Smallframe and Lambretta
Offering reliable stability and flexible working at your scooter. You need the following:
The additional brackets for the auxiliary stand are affordable and assembled easily, quickly and safely.
bracket Vespa V50
The bracket is easy to use for Vespa Smallframe V50 / Primavera / ET3 etc. and prevents your scooter from tipping over unintended.
Another option is to fasten the bracket to the frame strut. This is probably the best choice for works that require more force.
Adapter for Lambretta series 3
The bracket for the rear end of the Lambretta is rather small, which means that the bracket can remain attached to the vehicle.
The frame hides the bracket well.
The auxiliary stand and a tight screwing guarantee reliable stability for your Lambretta.
Due to a lifted rear, even works on foot board or exhaust turn out to be easier.
Thanks to the additional bracket for Vespa Smallframe and Lambretta, you do not need to modify the auxiliary stand and you can still use it for almost any classic scooter at any time.
https://blog.scooter-center.com/wp-content/uploads/2015/11/montagestaender.jpg451900Jenny Hasshttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngJenny Hass2015-11-17 12:36:172015-11-17 14:58:12Vespa Scooter auxiliary stand now also available for Vespa V50 and Lambretta