Off to the Promised Scooter Land by Vespa and Lambretta

We love Italy and recently toured beautiful Italy. Italy is obviously the birthplace of Vespa and Lambretta. VW bus with Vespa and Lambretta in Italy-sc

And how could things be any different: More than 23 years ago story of Scooter Center has begun right there, at Lake Garda in Italy. Which should be the case for anyone part scooter shop.

Malcesine vespa lambretta italy-sc

Malcesine is located in the midst of lovely olive groves on the eastern shores of Lake Garda. It was right here that Oliver Kluger bought Scooter Center's very first scooter (a Vespa Rally TS 125), which was then sold to “Mod-Volker” from Cologne. Volker is still driving this excellent Vespa, he was our very first customer and is loyal to us. vespa Primavera ET3 Italy

Scooter Center – spare parts, add ons and tuning parts for scooters

Today we are rather focusing on spare parts, add ons and tuning parts for scooters. However, we are sometimes offering used Vespas. Scooter Center Italy

Used Vespa

Recently we received a large delivery of uses Vespas. But first of all we need to gain an overview.

We will keep you posted.

The reasons for the last trip to Italy were two extraordinary missions:

  1. The most ugly Lambretta in the universe
  2. The most beautiful Vespa on earth

... to be continued

Bon voyage - Dean comes with the BSG Corse bike to visit Scooter Center

Dean Orton, the main man behind Rimini Lambretta Center, came to visit us for a couple of days. On his way from Italy to Venlo Scooter Run and afterwards to the Harz ring for the ESC race, he came to visit his old friends here. The reason for Dean's days off from work was to give the BSG corse engine a proper test ride and thrash it as hard as possible.

BSG Corse Lambretta test riding

dean orton lambretta

The testing of the engine is done in the proper way, just the way it will be used by a common rider. First of all the scooter is packed with Dean's mod tat and additionally with:

  • a second expansion chamber to be tested
  • a bag full of spares and
  • camping gear for Venlo.

Then the bike is thrashed about the motorways and country roads across Europe (Rimini, Italy - Austria - Germany - Venlo, Netherlands). His test ride also took him to Scooter Center Cologne and to the Harz ring for the ESC race.

80mph - restricted to 50hp

This is real testing over a long distance with sitting happily at 80 mph all day and plenty of throttle left to easily hit 95 mph and all this with a very short gear ratio of 4.9.

The 305 cc barrel on the CNC machined casings is restricted by the programmable ignition to 50 hp. Unrestricted it gave a 63 hp at the Rimini Lambretta Center dyno.

Scooter racing at the Harz ring

At the Harz ring this weekend there will be held the next ESC race. Dean met the Casa Lambretta racing team last night. Today the first testing of the Casa race bikes will take place and the last preparation before the races will be done. The Casa Lambretta race bikes feature the Casa Performance range as well as some BGM parts that are used on these bikes. We were happy to supply them front and rear shockers, The Silent blocks as well as ours BGM Superstrong Lambretta clutches for the bikes.

Our first time!

Even if we know each other for decades and the shops were founded roughly at the same time, we haven't managed to visit each other's shops until the year 2015. dean orton lambretta dean orton lambretta

On the 25th of April we were invited to the Open Day and shop opening of the new Rimini Lambretta Center premises. This weekend was one of the best ever, with a stunning shop, loads of food and drinks and the test riding of scooters that made history – like both Innocenti twin cylinder prototypes- and bikes that probably will make history – like the BSG 305 cc one

Here is the video of Philipp riding the BSG Corse Lambretta

On monday we finally had the pleasure to welcome Dean at our place! It was a pleasure every single second and a lot of piss taking has taken place. After a first tour through the shop on Monday and even some business talk we had dinner together and the stories never ended. While Dean quotes our Generation XI Smallframe Wasp as the most beautiful object in the universe, he can't be stopped to let us know that the look of the BGM Lambretta Test Bike is the shittiest Lambretta he ever came across. A theory we are confronted with from the first day Dean saw the test bike at the 2ndnd edition of the Riva del Garda Customshow in 2013. To stop this, we will send the test bike over to them to have the optics matched to the perfectly working engineering of it.

dean orton on a lambretta

on tuesday Dean tested the bike in the rain on the beautiful routes around Cologne / Bergheim and came in for the traditional afternoon tea and some more stories and ideas about how to improve Lambretta parts.

On Wednesday the plans were to do another tour and take some pictures of how we proceed orders to show them at home. This has been missed though, because we wanted to see how the BSG engine performed on the dyno with the different pipes Dean had with him. Sadly we ran out of time and hadn't the chance to put the Big Box on the 305, to modify an U-bend for the exhaust stub took too long and lunch was waiting and afterwards Dean had to leave.

We send our best regards to all the staff at Rimini Lambretta Center and to Vittorio and his race team and keep our fingers crossed!

Sunday we have bee at the Customshow in Antwerp. With first rays of spring sun and a deep blue sky, lots of people turned up with them scooters. Everyone was in a very relaxed mood.

At our stall we gave away ours Vespa catalogs, showed some nice and upcoming bgm parts and were very pleased, what nice customers we do.

The scooters on display were from all fields of scootering. From modded up PK's to stunning original condition bikes to full customs everything was there. The parts fair was massive and lots of bargains have been made. The SCK Shop demonstrator won three trophies: BEST VESPA CUSTOM, BEST ENGINEERING and PUNTERS CHOICE. The PUNTER CHOICE made our day and it was very nice to see that the people like it too.

thanks to the LCD for doing our stall and the advice for the frits. And a massive thank to the organizers for doing this very special and nice show! Next year we will be back!

Something nice we want to share with you! The first dyno run of the Polini 130 EVO engine. This was the first ever dyno run and before it was fitted to the chassis. The carb was set up, but not fine tuned.
Our thanks go to Thomas the Second. He did the video in his spare time. Shortly he will join the Scooter Center Team and we are looking forward to have him on board!

This weekend we are looking forward to the Antwerp Customshow! We will do a stall there and bring it SCK shop demonstrator with us.

We can't wait!














For our 20 year old we wanted to set up a special project. Until the beginning of January there was only the idea as such and no concrete ideas what exactly it should be for a scooter. It is only clear until the Custom Show in Ried / Austria on 25.02.2012 the scooter should be ready. So a very sporty time limit to build a complete custom scooter from ZERO. The starting shot was that Monday 09.01.2012 We decided on a roadworthy ET3 as a basis. The beauty was completely dismantled…. .... and after successful slaughter, the frame and all sheet metal attachments are sandblasted. The footplate and the frame tunnel are cause for concern, because only after sandblasting can you see how much sheet metal is left. As long as the frame is sandblasting, you can worry about the “rest”. Hopefully enough of the frame remains :-). Since the direction of travel in this project is “Racer”, there is one disc brake inevitable. Maybe even front and back? In order to be able to install a disc brake at the front, we need one PK-XL fork . The original ET3 fork does not allow such a conversion. Apart from that, we also have something in preparation for the PK shock absorber. For the motor, we opted for a complete CNC housing from Gernot Penn, who with his label GP One offers beautiful CNC parts for the Vespa driver. The engine case is intended for one Polini Evo cylinder and Polini Evo crankshaft be manufactured to match. Friday 13.01.2012 Actually not a good date to pick up a frame from sandblasting. Fortunately and despite all fears, a lot of valuable Vespa sheet metal is left over after sandblasting. Of course, the elderly Italian lady reveals one or two dents after the over 30 year old paint is removed. All in all, nothing serious. Dirk, master of stripping pliers and body file, takes care of the sheet metal work. Monday 16.01.2012 Today we'll take them Bremsanlage in attack ... In order for the PK fork to stand properly in our frame, the fork must be processed. Without a corresponding processing, a “chopper chassis” would be obtained, because the PK fork in the lower area, i.e. the dimension from the lower bearing shell to the wheel center, is longer than with the V50 / ET3 forks. To do this, we send the fork to Würselen, to the yellow company. There the lower bearing seat on our fork is turned off by 10mm and the steering tube is shortened by 25mm. Armin has experience with conversions of this kind and will do this work for us. The matter is of course subject to a certain deadline pressure, since the parts still have to go to the painter. A separate wheel hub must be manufactured for the planned rear disc brake. To do this, we first have a sample made for the main shaft toothing - at first it sounds easier than it is ... :-) The sample is made by wire EDM from racing driver team colleague Dennis. At this point we would like to express our big thanks to “Denni” because he is always the one who, when things have to be quick and parts have to be finished “by yesterday”, is absolutely conscientious, reliable and very quick to handle such “ Little things ”. .... and it fits too. The front disc brake should be operated fully hydraulically. To do this, it is necessary to attach a brake pump to the handlebar. In our case, we'll choose one AJP brake pump with an 11mm piston. For this will be suitable Brake pump adapter which, however, make reworking the handlebars unavoidable. Together with one Grimeca brake caliper With a 30mm piston, you should be able to achieve good braking performance with a pleasantly soft pressure point. Here you can see the adapter simply placed on the handlebar from below, the original brake cable holder must be removed for installation: You have to invest a few minutes in order for the adapter to fit into the recording as shown here. All the better when everything goes well together afterwards. Tuesday 17.01.2012 In the meantime we have received a message from Austria that the motor housings are in production. Frame strut So that our racer always stays on track during fast load changes and strong braking maneuvers, he gets a frame strut on which the later steering damper is mounted. The double tube strut is attached directly to the head tube. Experience has shown that a support on the thin sheet metal of the frame tunnel does not last long and can tear off during heavy braking maneuvers. The struts are guided into the frame at the side below the seat bench nose and intercepted inside the frame with a cross strut. For the steering damper, we attach a spacer nut to the left strut. Just weld everything together and then the strut is in place. Wednesday 18.01.2012 Today the rims go for high gloss compression. At the moment you are still clad in Piaggio gray. Thursday 19.01.2012 The fork is finally back. In order to accommodate the 11 ″ rims and to compensate for the resulting track offset of 8mm, we have to twist the fork slightly before welding it together. All parts are first put together dry to measure how far the fork / rocker has to be turned. By turning the fork slightly, the shock absorber mount moves outward so far that of course the fender no longer fits. But more about that later, first the fork is welded. The fork is welded in layers together with the inserted sleeve, which is intended to reinforce the separation point. After welding, the seam is smoothed and plastered. Now for the fender, so that the PK shock absorber with its mount still fits under the fender, it must be widened. First the fender is separated. Then it is widened by approx. 10mm with sheet metal. The whole thing is then made pretty and adapted to the fork. As you can see in the side view, the fender is unfortunately now attached to the frame. With a little bit of gentle encouragement, it all works out in the end ... Friday 20.01.2012 By turning off the fork, the lower steering stop falls away. Of course, it has to be replaced again. Drawing the right position in the frame is a bit difficult. Then the steering stop is welded on. The ET3 originally has an ignition lock, since in the end we only use a kill switch, the hole in the steering head disturbs. Since we want to install a Fastflow fuel tap with a reserve indicator, the space that has become available is ideal for the indicator light of the reserve indicator. After the lock opening has to be welded, the handlebars must be smoothed again and a suitable cutout made for the indicator light. Now that all the work on the parts to be painted has been done, the preparation for painting begins. The scooter should get its color scheme at Pfeil Design in Austria. But before the frame and the add-on parts are sent to the neighboring country for painting, the frame is filled and primed here on site. Monday 23.01.2012 The frame and the attachments are primed and filled. All the glory is packed in a wooden box and prepared for shipping to Austria. Bon voyage! Gernot just wrote that the motor housings are on their way ... The Falc suction device that we want to use for the Polini Evo has already arrived. Tuesday 24.01.2012 The rims are back from the high-gloss compression :-) The engine case has also arrived :-) It's really tough stuff .. So that the rear wheel can also be braked hydraulically, I have to briefly tinker with a partial hydraulic system. The ingredients are the original brake pedal and the brake cylinder of a TPH 125.