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

Day 1 on the way to the Vespa World Days 2023

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

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

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

Day 2 Interlaken country road

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

SC at the Vespa World Days 2023 Interlaken

VWD 2023

Vespa Museum

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

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

Real Scooterist!

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

The escadrille des cigognes

VESPIPAS da Capital do Vinho-Cartaxo

Vespa Club Albania


VC Colombia and Vespa Club Borinage

Vespa clubs

Vespa World Club – General Secretary

Board of Vespa Club Switzerland

Vespa Club Albania

Indonesia team

Vespa Club Zurich

Vespa Club Zurich

Vespa Club Palermo

Vespa Club Ticino

Vespa Club Italy

Vespa Club Ostend, Belgium

Austria Gleisdorf


Vespa Fan Club

Vespa Club Bern

Vespa Club Napoli

Vespa Club Loerrach

Vespa Club La Cote

Escadrille des cigognes

Vespa Club L'Aquila

SC was there!

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


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

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

Thank you everyone for this great experience!

Maryza & Platonica!


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

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

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


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

Munich Vespa Club


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

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

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

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

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

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

Standing man on a red Vespa

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

Thanks guys and see you next time!!!


Rovin Davy's Vespa collection

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


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

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

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

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

Piaggio is conocido por muchos “sólo” as the mayor manufacturer scooters del mundo. La Vespa, the marca más destacada de Piaggio, ha dejado una marca duradera en la imagen de la empresa de Pontedera. Sin embargo, al principio Piaggio también fabricaba vagones de ferrocarril, barcos y motores de avión de gran éxito (hacia 1940, el P.XV de 18 cilindros en doble estrella con sobrealimentación multietapa, 1500 CV de potencia de despegue), así como aviones muy innovadores (1938, el P.111 with cabina presurizada para un techo de service de 12.000 m). In actuality, the Grupo Piaggio Aerospace will also have a construction of innovative aircraft like the P180 Avanti, located in the Hermosa Italian Riviera. El avión de doble helice más rapido del mundo, with a velocidad de crucero de 600 km/h.


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


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


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


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

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

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

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

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

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

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

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

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

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

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


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


BGM4310- swingarm pivot Vespa 1953-1962


BGM4311- Pad bolt Vespa 1949-1962

Polini has redeveloped the proven Polini banana and given it a new look. What the new banana or, according to the new Polini nomenclature, the "original" exhaust can do; I took a look for you.

From a purely visual point of view, the new original banana differs significantly from the design of the older vintages. The body has become thicker in terms of material and shaped differently. The plug connection on the manifold looks much more binding and the position for hanging the exhaust spring moves to a more accessible area.

Polini offers the exhaust systems for the PK and V50/PV engine cases. So far, the bananas for the PK models have always been provided with a clear flattening in the area of ​​the manifold. The new original from Polini only shows a different course of the manifold, without flattening.

Another significant improvement is the bracket that connects the muffler and engine case. Once the base plate of the bracket is mounted on the engine housing, the muffler can be easily mounted and dismounted using two M8 screws.

In the previous model of the banana, this principle was already used in racing, for example in class 5 of the ESC, to enable faster tire changes, but individual initiative was required when creating the bracket.

In general, Polini seems to have taken some experience from the racing circuit with him on the new banana. The new Polini banana is also directly suitable for the tire dimension 3.50-10, which is used almost exclusively in the racing series. The usual tires of the Smallframes with 3.00-10 therefore of course still fits.

I put the new original banana on my K5 for you and did a few tests.

The assembly went well. No bending, pressing or worse interventions are necessary to position the exhaust properly on the scooter.

The slotted holes in the bracket provide significant leeway for adjusting the system to prevent contact with the tire and brake drum.

Polini oddly states that the length of the shock absorber should be determined before installing the exhaust system. 

The tested minimum size of the shock absorbers, i.e. when the shock absorber is compressed to the stop, should prevent the exhaust system from coming into contact with the frame.

Owners of the bgm Pro rear shock absorbers can feel safe here. The dampers have the required minimum size and in the case of the Sport series, the height of the damper can even be adjusted further.

But now to the result on the test bench.

I would like to say in advance that every engine behaves differently and the differences can be more or less noticeable depending on the processing. It has been shown that the difference is clearer with less powerful or unprocessed engines than with concepts that are a little more sophisticated.
Here the new Polini Banana takes place on a motor that
Class 5 ESC rules.

The carburetor in this case is a PHBL 24, intake manifold Polini membrane, cylinder Polini 133 Racing cast iron. Crankshaft Mazzucchelli Racing.
The motor housing is machined for the diaphragm inlet and the transfer channels in the motor housing are adapted to the cylinder. The cylinder and the intake manifold remain unmachined.

In racing trim, my 508 tends to be in the 15hp range, depending on how I feel on the day. Therefore, the first run is first of all to see whether the engine is still in the best of health.

As expected, the 508 delivers 14.9 hp at 7300 rpm after warming up.

So everything is healthy and the new Polini original exhaust is fitted for comparison.

Even on the test bench, the significantly higher starting torque is noticeable when warming up. Polini did a good job here. What feels different on the dyno is also reflected in the graph.

At a slightly lower speed of 6660 rpm, the new 2022 banana with 15.5 hp increases by 0.6 hp compared to the older design. The maximum torque, increased by 0.9Nm, is already at 5200rpm.

In a direct comparison of the two curves, the character of the new 22 banana can be seen. Earlier - more.

Up to approx. 7200 rpm, the 22 banana has the edge in comparison. Exactly the area in which an engine with this power is most often moved on the road. From about 7300 rpm the older banana looks a little better and shows a little more desire for higher speeds.

The configuration of the carburetor was not changed between the two runs. My assumption here would be that with a subtly smaller main jet and needle/mixing tube combination, the 22 banana can still gain a bit in the higher rpm range.

But I'll leave that to your play instinct to find out.

My personal opinion:

Polini has done a good job developing a very nice everyday rideable exhaust with some good improvements. The easier to reach position of the spring, the more solid plug connection and the easily adjustable bracket are positive. I see the usability on larger tires as a further plus. In terms of noise, the new banana is a bit duller than the previous model.

In the video you can get more impressions of the new Polini Banana

Part 5 for stage 4

Fortunately, as with so many things in life, everyone has their preferences...
More RPM and more peak power or more torque at low RPM.

That's why in today's part I'm looking for more... But not top performance, but for speed range and torque. The "tractor engine" is sought.

In part 4 with stage 3, I looked in the direction of the higher control angle by raising the cylinder and making a small adjustment to the exhaust. If I were now to increase the exhaust further in order to perhaps achieve higher peak performance and speed, the way would be backwards; to try the cylinder with more blowdown at lower control angles installed.

So today I lower the cylinder. Overall, this results in lower control angles, but the pre-release increases slightly. The smaller transfer angle should allow the cylinder to produce a little more torque at low rpm.

The spacer on the cylinder head was changed from 1mm to 3mm compared to the third construction stage. At the cylinder base, the 2mm spacer leaves the field and the cylinder is only supported by a normal 0.3mm thick gasket. The squeezing edge remains at 1.3mm, as with the other construction stages.

In the following graphs are the current curves of construction stage 4 RED to see. The curves from the previous stage three appear in BLUE.

Elron is the first to show what he thinks of the change.

As can be expected, the absolute top performance drops slightly, but the maximum performance and torque shift in the direction of lower speeds. The torque increases slightly and feeds the range between 5100 and 7000 rpm.

The Polini box, which is more intended for engines with less transfer time, is placed next on the exhaust port.

At first glance, the curves may seem sobering. On closer inspection, the Polini Box turns out to be a real torque animal. At the end of this series of tests, it will rank second in terms of torque with 37.4Nm. The graph already passes the 4700 hp mark at 20 rpm. The maximum power shifts by an impressive 1000 rpm in the direction of a lower speed, culminating at 6400 rpm. The maximum torque pulls at the rear wheel at 6000 rpm. An engine constructed in this way is just begging for a long gearbox.

This allows the M244 to move over the asphalt with extreme shift laziness. Jack off the stand, shift into gear 4 and just pull the cable. Don't worry, it will be quick...


The aged all-rounder in the field.

The JL left arm puts its torque in the range between 5000 and 7000 rpm and thus offers more drivability. Although the peak power falls by one hp, the JL can still offer very good drivability in the field of resonance exhaust systems.

New Line

The handwork from the north is also responding to the adjustments as expected. Already at 5000rpm, 20 horses are ready to move significantly. Full torque is available at 6100 rpm. Although it pushes the absolute top performance down a bit and the Newline gives up 2 horses in favor of the early torque, it is happy to take the larger pre-release in order to go over 10.000 rpm and maintain it there with over 20 hp.
The Newline behaves here almost like a box exhaust system, seasoned with a significant torque kick.

Posch Nessi

The sea monster ducks its head slightly due to the reduced steering angles. But that's not bad at all. As with the Newline, the rev range shifts slightly towards early revs and develops more torque in the process. At 5200 rpm the curve already exceeds the 20 hp mark. The slightly increased pre-let helps the Nessi to a wider speed range.

Posch Racing Resi

The lush Resi handles the steering angle that is unsuitable for you amazingly well. Although it also loses peak performance, it gives an idea of ​​the bandwidth that can be possible with the appropriate control angles and more forward airflow. With a speed range of almost 4100 rpm, it is in the top league here.


The Lakers, made for a lot more alert, don't like the slack head angles that much. The exhaust craves for larger time cross sections. The speed range shifts to lower speeds as expected, but the low time cross sections are not the right playing field for the Lakers. But his chance will come with the following expansion stages...


Here again all maximum values ​​in the overview

How do I adjust a carburetor? Tip set tip

Configura tu carburador with las boquillas / chiclés de precision

For adjust del encendido hay herramientas increíbles like el buzzwangle or Wal, que indican la posición exacta del encendido y facilitan el trabajo. Sin embargo la sincronización correcta del carburador, constituye una de las partes difíciles en la afinación o tuning the motor de una Vespa or Lambretta.

Si configurar the mezcla de aire y gasolina puede ser para algunos un juego de niños, determinar que tamaños de boquilla son los correctos según the configuración individual de cada motor, será más dispendioso. Aquí entran a jugar las agujas del carburador y el conjunto de boquillas / chicleres: el de alta y el de baja. Sincronizarlos perfectamente dará como resultado una configuración limpia.

Si eliges una boquilla demasiado pequeña, el motor tendrá una mezcla “pobre”, se calentará demasiado y it inevitable que se produzcan daños graves. Al igual que una boquilla demasiado grande y un adjusted demasiado “rico” también provocaran daños, perdiendo tiempo y dinero literalmente en ajustes complejos.

¿Como se sincroniza un carburador?

Para ejemplificar, hemos preparado este PDF con explicaciones y photos detalladas para ajustar el carburador de una Lambretta.

Obténlo free aquí: boquillas de Lambretta por Scooter Center

This tutorial, what happens in this moment?

Adjust the carburetor

Boquillas / Chiclés / chicleres de precision

Los chicleres DellOrto por ejemplo, there are marcados con un number that have referencia al diámetro. It asi como un chiclé 100 tiene un diámetro de 1 mm, una chiclé 115 mide 1,15 mm (!!) ¡solo una pequeña cantidad 0,15 mm más grande!

If you want it to be safe and secure in a high-precision syntonization, you will be recommended to use the boquillas bgm PRO o KMT. These games are boquillas that are characterized by:

  • Diámetros de alta precision.
  • Tolerancias minimas.
  • Graduation meticulosamente precisa de los tamaños de las boquillas.
  • Marcación (números) fáciles de empty.
  • Alta calidad de mano de obra y material
  • QA.
  • Include caja de almacenamiento.


una óptima sincronización con bgm PRO or KMT

Si eres de los que tiene el dinero, el tiempo y el amor para invertir en el motor, debes tener en cuenta que poner a punto tu vespa o Lambretta con los mejores componentes, no sirve de mucho, si el motor no funciona con suavidad o si un carburador mal ajustado no permite una combustión óptima. Para poder ajustar el motor correctamente, las boquillas de carburador de alta precisión son un requisito previo muy importante, que te puede facilitar la vida.


 bgm PRO

bgm PRO carburetor nozzle set

Chiclés de KMT

KMT jets made in england


Controls of calidad de bgm PRO hechas with microscopio

Las nuevas boquillas para carburador de bgm PRO fueron controladas con un instituto dedicado a ello. Aquí puedes ver un Chiclé 118 cuya medida es de 1,1779mm con una desviación de tan solo una milésima de milímetro en el área verde, por lo tanto… ¡está bien!

Evo retrofit electric scooter

Evo Retrofit

En nuestro Open Day, los empedernidos fanáticos dos tiempistas tuvieron la oportunidad de acceder a pruebas de manejo de una clásica Vespa. ¡Igual, pero muy diferente! estamos hablando de las Vespas de EvoRetrofit equipadas con motores eléctricos, que estuvieron available este día para despejar curiosidades y sorprender a los más atrevidos.

EvoRetrovit logró conceptualizar un motor netamente electrónico, de quitar y poner (o mejor conocido como Plug & Play) dispuesto perfectamente en el chasis original de las Vespas clásicas - a con certificado de desplazamiento (TÜV)! Una antigua V50 with 45 km / h registrados puede con el nuevo funcionamiento alcanzar including going 55 km / h. Las baterias extraíbles y se pueden cargar cómodamente en casa o en el garage.

Entrevista con prueba de manejo y opiniones de los visitantes de this Vespa electrónica

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

Evo retrofit electric scooter


The kit de modificación de evo para la Smallframe it is the primer kit that cuenta con la certificación de tránsito. Para muchos modelo ya se puede obtener el kit correspondiente y la modificación es sencilla y reversible, el chasis no se verá afectado; ahora el siguiente paso, serán las versiones Largeframe, pues el equipo ya está trabajando en ello: Precios y more information Enter here.


Vespa Si carburetor air mixture adjustment screw

Tornillo de ajuste de mezcla Vespa Conversion bgm PRO para carburadores SI Dell'Orto & Spaco

Tornillo de ajuste de mezcla bgm PRO para la conversión de carburadores Dell'Orto SI con tornillo de ajuste de mezcla hexagonal largo a tornillo ranurado corto. Este tornillo de adjust the mezcla de aire de la conversión bgm PRO se utiliza para utilizar carburadores con tornillo de ajuste de la mezcla de hexágono largo también en los motores más antiguos (con pernos para el montaje del carburador). Sustituye el tornillo de ajuste demasiado largo de los nuevos carburadores Spaco y Dell'Orto SI y permite una instalación sin problemas del carburador. Gracias al tornillo más corto, la cuba del carburador puede dejarse original Se adapta a todos los carburadores con tornillo hexagonal largo de ajuste de la mezcla. (Utilizado en los modelos PX a partir de 1989 y en todos los nuevos carburadores Dell'Orto / Spaco SI)

Vespa SI carburetor air mixture adjusting screw bgm PRO, short- SI20 SI24 Dell'Orto Spaco

¿The tornillo de adjuste de la mezcla de aire del carburador is demasiado largo?

Además un carburador es una pieza de desgaste ya veces no basta con limpiar un carburador, necesitas uno nuevo. Especialmente si quieres un poco more de potencia y ajustas the configuración de tu engine, it cuando normalmente necesitas un nuevo carburador más grande. To continue with the instructions for the installation of the carburador SI. Vespa SI carburetor

Carburador SI for Vespa

Hoy en día todos los carburadores nuevos vienen de SPACO, aunque ponga Dell'Orto. Los carburadores SI nuevos, ya sean de Dell'Orto o de Spaco, se suministran siempre con un tapón hexagonal de ajuste de la mezcla largo (de color latón). La excepción son nuestros carburadores bgm PRO Faster Flow - pero más sobre esto a continuación.

Problem with the tornillo de ajuste de la mezcla de aire demasiado largo

In the case of the carburetors of the carburadores for motors sin lubricación separada, esto nos plantea un pequeño problema, porque:

  • los carburadores ya no encajan bien en el carter
  • If you have any bones in the Alguna Manera, you don't have a place in Goma
  • y uno viene mal a el

With the tornillo de ajuste de la mezcla demasiado largo, so ve así:

Y así it as debería verse realmente:

tornillo de ajuste de la mezcla de aire de la conversion bgm PRO

Ahora podrías tener la idea y simplemente atornillar el viejo tornillo de mezcla de aire corto en el carburador nueve. Lamentablemente esto no funciona, porque las roscas de los nuevos carburadores Lusso son differentes. Por favor, no intente forzarlo, el diferente paso de rosca destruirá la rosca fina del nuevo carburador y hará imposible la puesta a punto. El remedio es nuestro tornillo de conversión: Con nuestro Tornillo de ajuste de la mezcla corta para destornilladores de ranura puede solucionar the problema de forma barata, fácil y rápida.

carburador bgm Faster Flow

Como alternative, puede utilizar directamente un carburador bgm Faster Flow si pide uno nuevo de todos modos, aquí ya hemos proporcionado la actualización ahora. Los carburadores bgm vienen, para los models sin lubricación separately, directamente con el tornillo de conversion corto. bgm Faster Flow carburetor

Carburador installation tutorial

Vespa PX tutorial SI carburetor bgm assembly Scooter Center

bgm PRO Sport seat Vespa sport seat

asiato deportivo bgm PRO “Sport” manufactured by Nisa Italia

Basado en el muy popular asiento Nisa 'Sport 20', hemos diseñado un asiato deportivo para las Vespas clásicas en el diseño bgm y hemos hecho que el fabricante italiano de asientos NISA lo fabrique como version bgm. El nuevo asiento deportivo bgm PRO is available for Vespa Largeframe y Vespa Smallframe y is available in the version:

Asiato deportivo with aspecto auténtico

El asiento BGM Pro Sport tiene una hermosa cubierta de Alfatex (patrón de gofres en relieve) en los lados y la parte trasera y también está available with ribetes grises. El asiento también tiene una cubierta lisa con costuras longitudinales paralelas. Para que la superficie sea impermeable, están grabados en relieve, no cosidos. Así, the BGM Pro Sport recuerda fuertemente en su aspecto a las clásicas jorobas de asiento de los años 70 y transmite un fresco aire de competición incluso estando de pie.

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

Asian Vespa configurator

También puede Finderar el asiento en el Configurator del asiato central del ScooterThe asiento de su modelo de Vespa:

Asiato deportivo apto para el uso diario

In el uso práctico diario es, a pesar de su aspecto deportivo, muy buena para conducir. The banco tiene un acolchado de espuma de tamaño agradable en el que incluso los recorridos largos son divertidos. Una característica agradable es la joroba completamente acolchada. Ofrece un buen apoyo cuando se conduce en solitario, pero también puede utilizarse como asiento del pasajero en caso de necesidad.

Moderno cierre magnetico

Otra característica inteligente es el cierre magnético del banco mediante un imán de neodimio extremadamente potent. Esto permite que el banco se abra fácilmente con una mano, pero sigue sujetándose mejor que muchos cierres de gancho clásicos. La mayor ventaja de la tecnología magnética es que el banco se apoya sin traqueteos en la placa de montaje suministrada, que está firmemente atornillada al bastidor. La fuerza magnética es tan alta que los desconocidos que intentan abrir el asiento suponen que éste está bloqueado.

Maximum calidad: hecho a mano en Italia

El marco del banco está hecho de plástico ABS resistant a los impactos y duradero. La cubierta está grapada en todo su contorno y, por lo tanto, sujeta de forma muy segura y permanente (en lugar de simplemente pegada, como suele ser el caso). El bastidor está equipado con seis almohadillas de goma. Esto distribuye la carga muy bien sobre todo el marco y da al banco una sensación de asiento muy sólida y complete. La bisagra del banco es típicamente Nisa muy maciza y sólida y, por tanto, muy resistant. Además, está atornillada y puede ser sustituida (en el caso muy improbable de un defecto). Available para Wasp Smallframe y Largeframe (go modelos Largeframe con depósito alto (GS160, SS180, Rally180 / 200 necesitan el depósito plano de los modelos Sprint / PX sin depósito de aceite)

CONCLUSION: ¡Un bonito asiento plano con un gran aspecto de competición pero con cualidades de turismo!

Nota para la version Largeframe and Vespa PX Para los modelos PX, so apto para las versiones de depósito con tapa compatible. No apto para modelos Lusso / vehículos con depósito de aceite. Pide el asiento:

Toptul tools for scooter drivers - tools for scooter repairs & workshops

Herramienta Toptul para conductores de scooters

Hemos recibido una gran entrega, por lo que las populares Herramientas TOPTUL vuelven a estar available.

TOPTUL tools for scooter riders

Scooter Center TOPTUL shop

TOPTUL lleva más de 20 años fabricando herramientas de alta calidad y es absolutamente imbatible en una comparación de precio / rendimiento. Los productos TOPTUL se utilizan a diario desde hace años en Vespa, Lambretta & Co. y convencen una y otra vez.

Como ejemplo, basta con ver los served finamente divididos de las carracas. El diseño macizo y robusto con 72 served consigue un cosido de sólo 5 grados (1/72 de vuelta). Esto permite trabajar con precisión y sin necesidad de cambiar de posición, incluso en lugares muy estrechos, con poco recorrido de trabajo para la carraca. Naturalmente, las herramientas TOPTUL cumplen o superan las normas comunes como DIN / ISO / ANSI. El control de calidad interno es muy estricto y se expresa, por ejemplo, en un protocolo de medición individual que se adjunta a cada llave dinamométrica en relación con la precisión de la medición y el comportamiento de liberación. For nuestra propia experiencia, podemos recomendar los productos TOPTUL a todos los “usuarios Intensos de llaves inglesas” con la conciencia tranquila.

Estos son los aspectos more destacados del video:

  • Juego de llaves de vaso (caja de carraca) -TOPTUL 1/4 ″ - 4mm-14mm + puntas - 49 piezas Nº de artículo: GCAI4901

Y bonitos son todavía los conjuntos, como este:

  • Set of screwdrivers -TOPTUL Pro Series- 20 pieces Number of items: GZC2005
  • Juego de alicates para anillos de mar -TOPTUL- 4 pieces No. of items: GPAQ0401
  • Allen key set -TOPTUL- 1,5mm, 2mm, 2,5mm, 3mm, 4mm, 5mm, 6mm, 8mm, 10mm - 9 piezas Nº de artículo: GAAL0916

TIP: Como uno tiene entonces en un columpio todo nuevo, uniforme y en una apariencia atractiva! También puedeFinder has more recommendations for TOPTUL aquí en nuestro Blog de Scooter Center: https://blog.scooter-center.com/tag/toptul/ These are the tools from Toptul for the conductors scooters You can find it in Nuestra TOPTUL - Tienda

Moto Nostra luggage rack Vespa GTS hpe

Portaequipajes MOTO NOSTRA Vespa GTS HPE delantero

It's now new and innovative portaequipajes para los new models GTS. Este portaequipajes delantero MOTO NOSTRA Vespa GTS le ofrece dos grandes ventajas:

  1. Montaje sin taladrar = reversible
  2. Superficie de apoyo de 90 ° = equipaje profundo y el faro no está cubierto

Moto Nostra luggage rack Vespa GTS hpe

Fácil montaje sin necesidad de taladrar

El portaequipajes se sujeta simplemente a la parte superior del escudo de piernas con los dos soportes y se fija al bastidor con la placa angular especial adjunta. Además, el portador se apoya en topes de goma en el bastidor y ofrece así un nivel de seguridad muy alto. Cuando se despliega, la plataforma de transporte tiene un ángulo agradablemente plano. De este modo, se puede transportar incluso un equipaje más grande sin tapar el faro. Hemos produced los portaequipajes MOTO NOSTRA in three versions:

El montaje es fácil y va rapido Nuestras instructions de montaje le ayudarán, son fáciles de entender y se incluyen con el producto. Por supuesto, también puede obtener las herramientas de nosotros: TOPTUL tool shop

MOTO NOSTRA it's a brand of Scooter Center!

Instrucciones de montaje en el video

A video from the present is now available for the MOTO NOSTRA for the model of Vespa GTS HPE.

Luggage rack FRONT Vespa GTS hpe MOTO NOSTRA assembly instructions 🔧 ❤

Download manual

Por supuesto, also puede descargarlo de nuestra tienda. O ahora mismo aqui:

bgm PRO variator for Piaggio Quasar engines, e.g. Vespa GTS

El variador bgm PRO V2 for Vespa GTS en prueba

Nuestro bgm PRO Vario for the models Vespa GTS es very popular. En este bonito video Marc de Scooteria prueba el variador bgm PRO V2 and su Vespa GTS.

“Una puesta a punto barata y eficaz para todos los conductores de Vespa Gts 300. Lo compare con el rendimiento del variador de serie de la Vespa Gts 300 en ciudad, en carretera y en autopista”Marc, Scooteria

Test conclusion

  • More deportivo: more rápido y con más revoluciones
  • Revoluciones mucho más altas
  • Aceleracion muy mejorada
  • Rendimiento mucho more agresivo
  • Sin ruidos molestos
  • +5 km / h maximum speed 125 km / h según el GPS con llantas de 13 ″ sin discos

Compra the kit bgm PRO vario aquí

Video variation test

https://www.youtube.com/watch?v=wuVfCunEuWA BGM2311V2 variator

BGM2311V2 variator

¿Come to install the variador bgm PRO on a Vespa GTS?

Installation of the variator bgm PRO V2 on the Vespa Gts 300 hpe Supertech. Marc de Scooteria está en Cafe Racer 69 y Micha del equipo de Cafe Racer 69 explica en 25 minutes muy simpático y detallado lo que hay que tener en cuenta al instalar un Vario. También hay consejos, como que puedes montar con el bgm Vario en tu nueva GTS el antiguo GTS vario cover, that a lot of things are better.

compare bgm PRO Vario kit aquí

Prueba variomatica

¿Aún no está seguro? En este video Marc prueba el variador en detalle y muestra el efecto del bgm PRO Sportvario durante una prueba de conducción.

Vídeo de instructions de instalación Varioamtik Vespa GTS bgm PRO


BGM Pro Variomatik Vespa Gts 300 – installation


Cable harness BGM ORIGINAL suitable for all Vespa PX models up to year of construction 1982

Convierte tu vieja Vespa PX with battery ahora fácilmente

Un moderno sistema eléctrico sin batería en su scooter no destruye la apariencia, it una Ganancia invisible y economica en security y comfortBecause

  • Sin batería, tampoco es necesario comprar / reemplazar y mantener la batería
  • Su sistema eléctrico y todos los consumidores funcionan independent del estado o nivel de carga de la battery
  • Evita eficazmente los daños por corrosión en su Vespa PX debidos a un exceso de batería / ácido de batería
  • Mayor seguridad gracias a la mayor potencia lumínica = mayor visibilidad = most visibilidad y most vision

Mazo de cables de conversion para todos los models de Vespa PX hasta 1982

This type of cable is perfect convert Su Vespa PX, that has a batería de fábrica Piaggio, in a sistema eléctrico de a bordo moderno and sin mantenimiento, No battery. For this reason, we offer an economical and practical game with all the interruptors needed and the encendido lock(BGM6685KT).

Además, this is for a sustitución / restoration del mazo de cables PX en la version italiana for the modelos sin batería. Con esto los intermitentes, el claxon díe (llamado Schnarre) y todos los demás consumidores se alimentan directamente sobre la red de la placa de CA con corriente. A juego con esto está la placa base de encendido utilizada en estos vehículos con sólo 3 cables (modelos de encendido por contacto) or 5 cables (vehículos con encendido electrónico).

Vehicle models:

Vespa PX sin batería: Conversión sin batería

Para la conversion de su scooter al sistema eléctrico moderno, necesita las siguientes piezas y ahorrar en el futuro la battery, el invernaje y el cuidado / mantenimiento de la battery del vehículo

  • VOLTAGE REGULATOR En general, el regulador de tensión simple de 3 polos (G | G | M) se utiliza con este mazo de cables (por ejemplo, 9100001). El regulador de tensión original de 5 polos (A | A | B + | G | M) utilizado en los vehículos que se entregan de fábrica con batería puede seguir utilizándose. Sólo las conexiones B + y G permanecen sin asignación (antes corriente de carga para la batería). Una mejor alternativa es el compacto y potent regulador de tensión BGM Pro(BGM6690). Esto puede, por ejemplo, alimentar una toma USB con una tensión de 12V DC for cargar el teléfono móvil / navi, etc.
  • ENCENDIDO / PLACA BASE DE ENCENDIDO / LIMA Como placa base de encendido se utiliza el tipo con 5 cables (reconocible también por el cable azul y negro al único suministro de tensión). La Lima original de 7 cables de los modelos con batería no se puede seguir utilizando. Sin embargo, estos muestran daños relacionados con la edad de todos modos muy a menudo en el aislamiento del cable. Por lo tanto, se recomienda una conversión a la placa base de encendido más potent de los modelos Lusso posteriores (por ejemplo: BGM8025N o BGM8032N). Esto aumenta considerablemente la potencia lumínica total de la red de CA, ya que no se desvía más corriente para la carga de la batería. Así, incluso los antiguos modelos PX pueden equiparse con una lámpara de 35 / 35W. The mayoría de los alternadores with 5 cables tienen un enchufe redondo. The mazo de cables que se ofrece aquí tiene (como en el original italiano) conectores planos de 6,3 mm. Aquí se puede convertir el mazo de cables en un enchufe redondo o la placa base de encendido en un enchufe plano. Las piezas necesarias se encuentran en los accesorios.
  • FLASHING RELAY The modelos con batería utilizan un relé de intermitencia de corriente continua. Después de la conversión, se requiere un relé de intermitencia de CA (corriente alterna) (por ejemplo, 1195703).
  • INSTRUCTIONS / DIAGRAM DE CABLEADO The following instructions / diagrama de cableadole ayudarán a connectar los cables .

List of controls: Piezas de recambio / piezas que se connectan al mazo de cables

Para asegurarte de que todo funciona, deberías revisar esta lista y comprobar si tus antiguas piezas siguen estando bien. Si no es así, puede pedirlas directamente en nuestra tienda Vespa on través del enlace:

* 9512115? 9520072 + 9520074 / ** 9512027? 7675200 + 7675201

CONCLUSIÓN: Conversión absolutamente sensata a un sistema eléctrico moderno, más potent y sin mantenimiento

Installation tutorial for cables Video Instrucción

Este es un arnés de cableado PX-Lusso, tiene diferentes conectores, así que no se confunda allí. The principio basico de la instalación es el mismo y este video tutorial le ayudará a instalar y conectar el mazo de cables en la carrocería de su Vespa.

Tutorial SC – Vespa PX Lusso wiring harness instructions assembly installation Vespa wiring harness

Vespa GTS 500

Vespa GTS 500

A Vespa GTS 500 is lo que muchos pilotos de GTS sueñan. Un ingeniero italiano ha reflexionado mucho y ha visualizado un modelo de 500cc del GTS, el video of Youtube has tenido mucho éxito. Todos los años se especula en la escena si Piaggio lo traerá este año. Ahora, Björn Dressler, de Berlin, se ha adelantado a Piaggio. Con su proyecto “La Mutata”, Björn lleva sus conversiones de hasta 44CV and 492ccm legalmente a la carretera. Antes de que saque la cartera: ¡esta conversión no se acaba de hacer! Tarda unos 4 meses y cuesta un poco más de lo que la mayoría de la gente lleva en la cartera: a partir de 15.000 euros. Marc de Scooteria te presenta el proyecto “La Mutata”, a Vespa GTS 500 transformada, see below


La Mutata Vespa GTS

La conversion de una Vespa Gts a un engine Piaggio 500 con homologation alemana y Al menos 39 CV! En italiano significa “El Mutado” - permite un rendimiento de conducción con una Vespa GTS que this más allá de la de una 300. Todos los componentes instalados, como el chasis y los frenos, están adaptados al mayor par ya la potencia máxima significativamente mayor . Un acontecimiento absoluto para todos los aficionados al tuning of Vespa Pronto habrá una prueba de conducción con la Vespa Gts 500. Suscribete al Canal de Scooteria and do not miss anything!

Technical details of the conversion of GTS tuning

  • Variantes de engine: 459cc to 29kw / 39hp to 7250rpm y 43Nm to 5500rpm 493cc to 30kw / 41HP to 7250rpm y 46Nm to 5250rpm 493cc to 32kw ​​/ 44hp to 7750rpm y 47.5Nm to 5500rpm
  • Maximum speed: 148 km / h (regulado)
  • Suspension: 120 / 70-13 delante y 130 / 70-13 detrás Suspensión delantera por arreglo, por ejemplo, Amortiguador Vespa GTSmatching bgm PRO with TÜV Suspension trasera La Mutata ajustable
  • Brakes: Brake front brake Brembo P2 on disc of 255 Brake front brake of Brembo P2 on 240

VESPA GTS 500 cc tuning