bgm Smallframe Gear wheels

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

stress test

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

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


To explain this roughly with an example:

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

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


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

Secondary shafts bgm01720

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

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

bgm01822: 10-14-18-22

the original gradation,

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


bgm01821; 10-14-18-21

The “Short Fourth Course”

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

bgm01720: 10-14-18-20

The gradation short third gear, short fourth gear

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

The bgm Pro side shafts

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

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

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

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

Transmission (gear wheels incl. main shaft)

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

bgm shift claw

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

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

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

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


The nice thing about the classic scooters is the very simple technology.
It doesn't matter whether it's the engine, the electrical system or the controls. Everything is kept very simple and efficient.

But even with the simplest assemblies, a lot has happened in the last few decades. While the first Vespa models used simple, bare steel bowden, which had to be subjected to constant maintenance with grease and oil, modern trains are now fitted with a so-called liner. The liner is a small tube made of a very slippery material that is located in the outer shell and makes constant maintenance of the cables practically unnecessary. Have this effect in one blog explained.

The new liner of the bgm Pro Silk Liner trains offers a very low resistance for the inner cable even under high stress and thus the lowest actuating forces.

The crux of the matter with old, worn or bad cable pulls is that the more force is required to move a component via the cable pull, the greater the force that is required to overcome the resulting friction of the cable alone.

As a small theoretical example, operating a clutch with an old cable.

Actuation of the clutch requires a pulling force of 10 kg directly on the clutch arm on the clutch cover.

However, if you pull the cable at the top of the handlebars that actuates this clutch arm, the force required here is significantly greater than directly on the clutch arm.



On the way up into the handlebars, the cable has to describe a few radii, so it has to go around the curves in the frame and steering head. These radii are where the inner cable rubs more against the outer shell. This friction is multiplied by the sum of radii on the way up to the lever. This means that at the top of the lever you no longer need 10kg but 12kg of traction to overcome the friction of the cable.

Now we equip the clutch from our example with stronger springs. This means that a pulling force of 15kg is required directly below on the clutch arm in order to actuate the clutch. However, the pulling force required at the top of the lever is no longer 17kg but 25kg. Because the friction within the cable pull increases drastically due to the higher load on the clutch arm.

This is where modern materials intervene to reduce this friction under high loads.

I did a little test for you to find out how much power each type of cable pull consumes.

To ensure that the test leads to a meaningful result, all tested trains always have the same length and are intended for the same application on the vehicle. So that the effect of the increased friction can be tested in the difference, I have greatly exaggerated this area. This means that each cable was always wrapped around a round body with 2,5 windings. So many more radii, i.e. friction points, are generated here than is possible in a vehicle. This exaggeration only serves to get the results clearer.

Here is the "experimental setup".

The train is guided and fixed with two and a half strokes around a pulley.

To simulate the train operating a clutch, I hang a corresponding counterweight on one side of the train and to get the value of the required pulling force, a tension scale on the other side of the train.

My counterweight in this case is a small collection of crankshafts that together weigh 10.9kg.

My first example is a completely normal, new standard cable, as can be found in almost every old Vespa. This cable does not have an inner liner that reduces friction, but here the cable runs directly on the steel windings of the outer casing (Bowde) and is only lubricated with grease.

Here more than 70kg are needed to overcome the breakaway torque of the train and to evenly move the small package of crankshafts with only 10kg on the other side.

The second attempt takes place with a performance train from another provider. This cable features a liner and ground inner cables to reduce friction.

In this test, the 27 kg crankshafts can be moved with a little more than 10.9 kg of traction.

On the third try I put that bgm Silkliner with two and a half strokes around the roll.

The good result of the performance train was once again undercut by the Silk Liner.

Due to the very slippery liner inside, the weighty package of crankshafts can be lifted with only 23.5kg of pulling force.
Transferred to the lever ratios on the vehicle, this further, considerable reduction in the necessary traction helps to ensure a high level of operating comfort and a pleasant driving experience.

In the bgm Pro Silk Liner In addition to ensuring the lowest possible operating forces, we also paid attention to many other details. Over the years and many thousands of scooter kilometers, we have put the experience we have gathered into the composition and production of the bgm Pro Silk Liner cables and cable sets.

We are proud that we can now offer you the bgm Pro Silk Liners probably offer the smoothest cable sets for shifting scooters.

We offer the bgm Pro Silk liner train sets for the following vehicles:

  • We offer the bgm Pro Silk liner train sets for the following vehicles:
  • BGM6460SL Cable set -BGM PRO, Silk Liner- Vespa V50, V90, PV125, ET3
  • BGM6470SL Cable set -BGM PRO, Silk Liner- Vespa Rally180 (VSD1T), Rally200 (VSE1T), Sprint150 (VLB1T), GT125 (VNL2T), GTR (VNL2T), TS125 (VNL3T), GL150 (VLA1T)
  • BGM6412SL Cable set -BGM PRO, Silk Liner- Vespa PX Lusso (1984-) – black
  • BGM6410SL Cable set -BGM PRO, Silk Liner- Vespa PX Lusso (1984-


  • BGM6422SL Cable set -BGM PRO, Silk Liner- Vespa PX old (-1984) – black
  • BGM6420SL Cable set -BGM PRO, Silk Liner- Vespa PX old (-1984)
  • BGM6430SL Cable set -BGM PRO, Silk Liner- Vespa PK XL2 – without gear cable
  • BGM6440SL Cable set -BGM PRO, Silk Liner- Vespa PK XL1
  • BGM6450SL Cable set -BGM PRO, Silk Liner- Vespa PK S
  • BGM6465SLB Cable set -BGM PRO, Silk Liner- Piaggio Bravo
Marc Collins review gts

Marc Collins from YouTube channel @scooteria got us used to nice and explanatory reviews.
This time it's no exception and he's picked out some Moto Nostra products.
Wie die foldable luggage rack and the Moto Nostra suitcase with a very nice silk matt look and with a clever closure technology.
But you had better see for yourself.
Have fun with the video!!


The Moto Nostra Classic features an innovative locking mechanism that ensures optimal security for the contents while still allowing for quick access.

new locking technology


Here you will find a small guide that shows how easy it is to program the locking process

Luggage rack foldable at the rear

Suitcase – bag (small)

Luggage rack foldable at the front

Suitcase – bag (large)

previous Moto Nostra case blog here

Plug and play coupling

Available now

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

Here we go!

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Have a good trip

hand in horn

6V and 12V buzzers and horns for the Li family of Lambrettas and their attachment

In view of the 14 years of construction of the Li family - starting with the TV 175 Series 1 in September 1957 and ending with the dl / GP 200 in April 1971 - the variation in horns and buzzers and their attachment to the Lambretta frame is not that confusing.

First of all, it should be mentioned that there is either buzzing (for AC systems with alternating voltage) or horns (for DC systems with direct current to be recognized by the battery). All Lambrettas were originally delivered with 6 V on-board electronics.

When converting to 12 V systems, the original buzzers and horns continue to work without any problems, even with the 12 volts that are now available. But humiliations should be avoided, otherwise they will quit the service sooner or later.

Series 1 and early Series 2 models to July 1960

On all Series 1 and Series 2 models through July 1960 the horn mount is welded directly to the frame and looks like this:

The right horn:

art. Number: CLE66D

Horn -GPM 12V DC
Lambretta LI 150 (Series 1), LI 150 (Series 2), TV 175 (Series 1), TV 175 (Series 2)

is screwed directly to the frame and decoupled from the frame with two rectangular anti-vibration rubbers.

Series 2 from 07/1960 and Series 3 up to the end of 1967

During the construction of the Series 2, the attachment of the horn was changed. The welded bracket with two bolts is replaced with a rectangular block with an M8 stud. A retaining plate, often called a Y-bracket, is attached to this. And the original looks like this:

This special retaining plate was not available as a repro for a long time, Timo from TD Customs took care of it and supplies us with it:
Bracket Horn -TD-Customs
Lambretta LI (Series 2), TV (Series 2) -> 07/1960

art. Number: 3333492

We already know the corresponding horn:
Horn -GPM 12V DC
Lambretta LI 150 (Series 1), LI 150 (Series 2), TV 175 (Series 1), TV 175 (Series 2)

art. Number: CLE66D

Since the mounting of the late Series 2 is known to be identical to the Series 3, the Series 3 retaining plate can also be used with the corresponding horn. The retaining plate in the series comes much closer to the name Y-Bracket:

and using this part:

fastened to the frame with M8 nut and corrugated washer on the stud.

art. Number: 7672861

Horns (or buzzers) suitable for the holder are available in 6 V and 12 V:

Horn (buzzer) CASA LAMBRETTA 6V/12V AC
Lambretta LI, LIS, SX, TV (Series 2-3)

Horn -GPM 6V DC
Lambretta LI, LIS, SX, TV (Series 2-3)

Horn -GPM 12V DC
Lambretta LI, LIS, SX, TV (Series 2-3)

Series 3 from 1968 and dl / GP

At the end of 1967, i.e. in 1968, the attachment was simplified and the Y-bracket was replaced by a bracket welded to the frame.

In order to decouple the horn from vibrations, the holes in the retaining plate on the horn are enlarged and special Allen screws and vibration rubbers and washers are used.

Here the horn with the anti-vibration rubbers:

Found for alternating current (AC) and direct current (DC) electrical systems:

Horn -GPM 6V/12V DC
Lambretta LIS (1968-), SX (1968-), DL, GP

Horn -GPM 6V/12V AC
Lambretta LIS (1968-), SX (1968-), DL, GP

You can find the screws here:

And this is what it looks like installed on a preserved dl 200:

The background probably doesn't seem unfamiliar to the inclined Lambretta connoisseur.

Many thanks to Markus for the image rights.

And now something about big horns. Originally, the real horns (i.e. the DC things) had a larger diameter. Namely 85mm. Occasionally we also get those from Casa Lambretta:

Horn -GPM 6V/12V DC
Lambretta LIS (1968-), SX (1968-), DL, GP

Horn -GPM 6V/12V AC
Lambretta LIS (1968-), SX (1968-), DL, GP

Once in yours Smallframe the original SHB has to give way to another carburettor, the question arises shortly before the engine is started for the first time: how do I operate the choke?

How do I convert the carburetor from a folding choke to a cable choke?

How do I connect the cable choke of a Dellorto PHBH, VHST, Mikuni, Keihin PWK or Polini CP carburetor to the choke lever of the Smallframe at?

Many carburetors are usually delivered with a so-called folding or pull choke. So that the carburetor can be operated with a cable pull, as is typical for Vespa, we offer the right adapter set for conversion for many carburetor types.

2599091  Dellorto PHBL, PHBH VHST (Shop)

2599098 Mikuni, Keihin, and Polini CP (Shop)


The bgm Pro choke lever is suitable for all carburetor types that are equipped or retrofitted with a cable choke.
Due to the special design of the bgm Pro choke lever, the choke cable can be easily detached in order to remove the carburetor. This saves time and protects your hands in the cramped carburetor room Smallframe. By using a clamping nipple, the choke cable is not kinked every time the choke lever is actuated and is therefore permanently durable and secure against tearing off. Due to the adapted contour of the lever, it can no longer jump out of the choke button guide.


The assembly of the bgm Pro choke lever is easy.


A YSN30 / Dellorto PHBH (YSN8570) carburetor serves as a model example and for the conversion to a cable choke (Blog)  with the matching cable adapter set (2599091 – (Shop).

The universal cable BGM6445 is used as the choke cable. This already has the right length for the outer shell in a Vespa Smallframe to find space.

Loosen the nut of the small inner choke lever with SW10 and make sure that the screw does not fall out towards the carburettor chamber. When removing the original choke lever, pay attention to the domed washer (3330468W) which lies between the choke lever and the bracket on the frame. This will also be needed again later.

Guide the screw through the retaining plate from below and then attach the spring washer and the choke lever.

The nut has a so-called clamping part to secure against self-loosening. This clamping part can be recognized by the imprints on the wrench flats of the nut. Depending on the design of the nut, this clamping part is on a front side or on the wrench flats.

When putting on the nut, make sure that the clamping part of the nut faces upwards so that the non-clamping part is screwed onto the choke bolt first.

First tighten the nut until the choke lever can still be moved easily.

The inner cable is first fed through the adjusting screw and the adapter, barrel first, and then pushed through the spring. The barrel of the train is hung in the choke piston.

When inserting the choke piston into the carburetor, make sure that the barrel does not jump out of the choke piston mount. The adapter is then screwed to the carburetor.

The clamp nipple is now placed on the loose end of the choke cable and fastened at a distance of 20mm from the shoulder of the end cap.

First thread the inner cable into the slotted guide of the choke lever and then hook the clamping nipple into the choke lever. Use the end cap to pull the outer shell back far enough (the choke in the carburetor is actuated in the process) so that the end cap can be hung in the retaining plate.

If the play in the choke cable is too large, this can be easily adjusted using the adjusting screw on the adapter on the carburettor. A safety clearance of approx. 1.5mm between the shoulder of the end cap and the abutment of the retaining plate on the frame should be maintained so that the cable is not tensioned during compression and the movements of the engine while driving and the choke is not activated.

If the necessary safety play of the cable cannot be achieved via the adapter, the adapter on the carburetor is turned back and the cable adjusted by tightening the clamping nipple.

Finally tighten the nut of the choke lever so that the lever can still be operated easily but the spring force of the spring for the choke piston cannot pull it back again.

The BBT V2 is a further development of the well-known Big Box Touring exhaust system. During the revision, we attached great importance to depicting the widest possible spectrum of usable engine concepts.

Our prototype was driven more than 3000km to ensure that the final product delivers what it promises.

It was driven on an original (unprocessed) Rally200 Femsatronic block with standard shaft and Malossi 210 Sport as it comes out of the box.

In our tests, the engine developed just over 17 hp. Due to the higher performance and the higher torque, a straight-toothed 23/63 BGM primary is installed (3% longer than standard). The base plate of the Femsatronic was reworked to a long hole in order to be able to adjust the pre-ignition from a fixed 24° before TDC to 18° before TDC. The squish edge as specified by Malossi with 0.9mm and the air filter without drilling / processing.

Sitting upright on the Autobahn, the scooter runs at a reproducible speed of 120 km/h (according to GPS), corresponding to 7000 rpm with an additional 16 hp on the wheel.

In this graph we show the BBT2 (blue) compared to a Polini Box (red), measured in third gear:

The manifold, the contour of the exhaust shells, the damper chamber and the selectable diameter of the tailpipe are the changes made in detail.

The manifold itself has been modified in the course and to increase performance and the new exhaust shells have been optimized for more ground clearance.

In the damper chamber we have added components to achieve further turning and an increase in torque. The tailpipe can be adapted to the displacement and the speed of the respective engine by removing a plug-in part.

The tailpipe with plug-in part (d=18mm) is suitable for touring-oriented engines such as e.g Malossi Sports, Polini 210/211 and Quattrini 232

After removing the plug-in part, the new BBT has a tailpipe diameter of 20mm Quattrini 244-252 and Malossi MHR very good and also offers significantly more power and speed without thermally influencing the engines too much.

In summary, the BBT V2 achieves more across the entire speed range than the previous version on current engine concepts.

In addition to my everyday driving device, Maryzabel's Platonika also had to be used for experiments.

You can read about the exact equipment of the Platonika with our bgm177 cylinder here in the blog link to blog

Here is the comparison on the engine of the Platonika:

My daily ride, equipped with a Malossi Sport 210, Set primary incl. clutch, Clutch pinion
+ primary + repki
 and via a membrane with a YSN30 carburettor link to blog: carburetor YSN30   )
ventilated, this engine represents a drive machine of the current generation.

Changed course - the manifold runs closer to the exhaust body and is additionally supported with a strut

Depending on the engine concept, the plug-in part can be pulled out

The BBTV2 is available now for the PX80, PX125, PX150 and the like, as well as the PX200 and Rally200:

YSN PHBH 30 against Dellorto PHBH 30 in the test - the big comparison

With us scooter drivers, the tried and tested is popular. Mainly because there is often a wealth of experience with established components that can be drawn on. This also includes the Dellorto carburettors in the PHBH design, which have been known for decades. Hundreds of empirical values ​​are circulating for this carburettor, which can be helpful when adjusting for a wide variety of engine concepts.

Unfortunately, Dellorto has not devoted itself to the production of carburetors as usual in recent years and the popular fuel atomizers are only sporadically available.
Of course, it is only a matter of time before the seemingly anachronistic mixture conditioners fall victim to cutbacks at Dellorto and are thus completely put out of production.

In order to satisfy the demand for the popular PHBH carburetor, another source had to be found.

One of these sources is called YSN. The manufacturer from the Far East bowed to the original and resurrected the PHBH.

Like probably many of you, I am always a bit skeptical when it comes to replicas of original parts. Especially with carburetors. After all, manufacturers of other derivatives have shown in recent years how it is not possible and you screw up a bag full of problems on your beloved vehicle that you would not have without this component.

The PHBH 28 was the first carburetor that YSN produced in this design. At the time, we ran a few tests with this carburetor to find out what we might let loose on our customers.

To do this, we compared a Dellorto PHBH 28 to a YSN 28. The Dellorto was tuned on an engine and the tuning on that engine has been ridden on the road for many miles and has proven itself.

In order to be able to compare the design of the YSN one-to-one, all relevant components from the Dellorto carburetor have been transferred to the YSN carburetor after the comparison run on the test bench. So slide, nozzle needle, mixing tube, adjusting screws, float, float needle, auxiliary, main and choke nozzle.

So if the YSN PHBH does anything differently than the Dellorto PHBH due to its design or manufacturing, then that effect would be seen on the performance measurement graph and experienced on the road.

When comparing the two runs directly, nothing was seen - no difference in behavior; which is pretty good. The test drive with the YSN on the road was also unremarkable - so that's good too.

The comparison, i.e. the components with the same specifications from the YSN carburetor implanted in the Dellorto, brought the same result. So we know that both the components used by YSN and the carburetor itself are the Dellorto template and don't cause confusion.

Enriched by this wealth of experience, we have decided to include YSN carburetors in our range.

Soon after, we sent an inquiry to the manufacturer as to whether they could also offer the coveted PHBH with a 30mm passage.

It took a while, but finally samples of the 30mm carburetors arrived.

As with the 28mm PHBH from YSN, I took a close look at the sample of the 30mm version.

Of course, the testing of the samples also includes collecting and documenting all data.

While the 28 YSN works perfectly, the 30 YSN had some teething problems. In addition to various small things such as the wrong mixing tube, a wrong choke nozzle, open channels which disabled the choke and the engine then does not start when cold and float needles that were not spring-loaded, there was the problem that the slide could not be opened completely. The pattern of the 30 carburetor only allowed a slide opening of 28,5mm.

While the YSN30 carburetors were already being traded elsewhere with the lower passage and the problems listed above, after a few contacts with the manufacturer we decided to cure the teething troubles.

Identifying and fixing the open channels in the choke system only required an email and two pictures.

We had to do more to solve the problem with the slider. A total of 3 samples of the carburetors with different approaches have gone back and forth between Taiwan and Germany. We sent an original Dellorto PHBH30 and Dellorto mixing tubes and float needle valves to YSN as a sample and after almost 4 months of sample tests, Skype appointments and waiting times, the YSN30 carburetor was just as we had imagined.

We then tested the final sample of the 30mm YSN carburettor in the same way as the 28mm PHBH before and we came to the same conclusion again. The curves run congruently and the engine runs unobtrusively when driving and without any difference to the Dellorto PHBH30.

When ordering the 30 carburetor, we also decided to equip the carburetor according to our specifications.

  • Idle jet 55
  • Main jet 125
  • Mixing tube AS266
  • Jet needle X2
  • Choke jet 70
  • Float needle valve 250
  • cable choke

We deliberately selected this equipment based on experience, as it gives us a very good starting point with many engines.

With many engine concepts you start with a usable set-up for the first test drives and the necessary changes are limited to a few tweaks to the nozzle box.

At 250, the float needle valve is significantly larger than in the series and covers a wide range, which extends to the use of a 190 main jet. We cannot recommend a larger float needle valve over 300 in relation to the usual concepts with shifting scooters. The high weight of the large float needle and the large bore often require a completely different set-up in the lower partial load range; concerning the slider, needle and mixing tube. If a fuel pump is used, the float needle valve should never be larger than 280. The pressure generated by the fuel pump can otherwise simply push open the float needle valve and cause the carburetor to overflow or lead to ambiguous results when tuning.

Usually, the YSN30 requires main jets in the 120 to 150 range. The basic equipment with the 250 float needle valve also offers other concepts significant security.

On our Test engine with 62mm king shaft and 244 Quattrini For example, one of these YSN carburetors also ran. Here the carburetor cross-section was sufficient for a power output of over 40 hp.


So it's still there - the well-known but new companion - PHBH30

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

Video Tutorial

Many bgm innovations were part of our Platonica project, in this video you can see them Disc brake and the brake caliper mount im bgm Tutorial.

Tutorial SC – New brake caliper mount bgm Vespa PX


Our professional brake caliper mount from bgm PRO Made in Italy Allows the assembly of the radially mounted BGM PRO 4-piston brake caliper, which enables braking values ​​at motorbike level with fine dosing.

The brake caliper mount is available for Vespa or LML. The difference between the two types lies in the different dimensions of the speedometer drive. The selection of the right adapter therefore depends on the existing/used brake drum (Piaggio or LML).

  • A Vespa PX (1985 model) that was subsequently converted to disc brakes with a Grimeca retrofit kit requires the PX adapter.
  • A Vespa PX (1985 model) that was subsequently converted to disc brakes with an LML fork requires the LML adapter.
  • A Vespa PX Disc (1998 model) requires the adapter type Vespa PX.



1. Put the O-ring on the axle and put it over the swingarm.
2. Put the shim on the axle.
3. Put the V-ring on the axle.

4. Grease the bearing of the brake caliper mount and put it on the axle.
5. Place the appropriate D-washer on the axle and align it with the recess in the axle.
6. Place the Ø 20mm circlip on the axle and make sure it is securely seated in the groove, then position the O-ring.


7. Put the brake drum on the axle and fasten it with a nut. Then secure with a safety cage and cotter pin. Attention, see step 13 before tightening the nut.










8. Fasten the brake caliper with the two screws and check the alignment with the brake disc.

9. Adjust the position of the brake caliper to the brake disc with the discs provided. Repeat steps 3 through 9 with the options until the caliper is centered over the disc as shown in Fig. 13. After the adjustment of the brake caliper mount, fasten the central nut of the brake drum with 90Nm. Tighten the brake caliper bolts to 16Nm.


In the fourth part of our little blog series we make the following changes to our test engine:

The cylinder is attached at the foot with two 1mm Spacers increased by a further 2mm compared to level 0.5. This changes the steering angle of the transfer channels from 124° to 126°. The outlet is adjusted to a control angle of 190° by milling. To do this, the outlet in the cylinder was raised by 1.8mm. The outlet width remains unchanged at 57%.


The first attempts are made with the Elron


A little more nervous exhaust systems would show a clear shift in the direction of performance with the changes made, but the Elron is almost unimpressed by the specifications of the cylinder and retains control over the characteristics of the engine. A slight increase in the maximum values ​​after the decimal point only indicates that the Elron has noticed that the cylinder is sending a clearer signal through the exhaust. However, the maximum torque remains at the same level as in the first construction stage.
The available speed range is reduced by 500 rpm to 3540 rpm.


Polini box


As a box exhaust, the Polini exhaust system reacts more as expected. Similar to the Elron, the can from Italy only shows small reactions. The lower effective compression makes the curve dip a bit in the rise between 4000 rpm and 6200 rpm. The system converts the slightly increased time cross-section at the outlet window with a gain of just over one horsepower at peak.
The maximum torque remains the same at 35.2Nm and is only shifted by a few hundred revolutions in the direction of higher speeds.
With a bandwidth of 3800 revolutions, the Polini system is slightly behind stage 2, but this test shows that the box does not necessarily prefer the very small steering angle. In a direct comparison to stage 1, the bandwidth and maximum values ​​have increased significantly.




JL left hand / JL performance


Our test subject had a short break in the previous construction stage due to appointments away from home; but now plays again in the third construction stage. So here is the comparison between levels 1 and 2.
This also shows how clearly an exhaust can behave when it is operated from other steering angles. The JL, which is considered good-natured, turns out to be a very approachable partner in the search for performance.
At the top, the JL provides almost five and a half more horses and climbs over the 36PS line in the graph. The torque remains at 32.6Nm at the same level as in the first attempt. However, the torque extends over a much wider range - beyond 7000rpm. The performance peak is reached with 36.4PS at 8400rpm. The JL falls below the 25 HP line considered in the bandwidth only beyond 9600 rpm and can therefore not be described as a lazy speed. In general, the graph shifts significantly in the direction of higher speeds. With a bandwidth of only 3400 revolutions, the JL even lags behind the Elron and brings up the rear in terms of bandwidth in this construction stage.


Scooter and Service Newline


The edgy powerhouse from the north feels really comfortable in this expansion stage and takes two best values ​​with it.
There are no notable changes in the rise in the newline, but it does quite a bit due to the larger advance angle in the engine speed range. With 37.3Nm, it takes the top position in terms of torque in the third construction stage. The available speed range is narrower compared to the previous tests, but here too the Newline achieves a range of 4000 revolutions. With these values, considerations germinate after a longer primary with 24-60 ...




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




Racing Resi


The Racing Resi taste the changes better. Rather devoted to the higher control angles, the Resi develops one more horsepower at the top and adds torque, which hardly affects the bandwidth on the 25hp line. In absolute terms, the Resi holds the position of the highest peak power with 38.9 hp in this level. We are slowly approaching the 40hp mark with the expansion stages.






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

Here is an overview of the results. Best values ​​are highlighted in green.


For most scooters, the limit with conventional Bilux light bulbs is a headlight bulb with 45/45 W. The ignitions, which are usually 80 W to a maximum of 120 W, do not provide any more. The luminosity is measured in lumens below 400. The LED headlight has a luminosity that is three times as high (1300 lumens). The power consumption is only 20 W. This corresponds to the light output of a conventional 100 watt spotlight. With a given alternator / power supply, a considerably better illumination can be achieved. In addition, there is more capacity for other consumers. 


Evening light, high beam, what is the difference between the LED and standard light?



Vespa PX LED headlights tutorial MOTO NOSTRA LED headlights Vespa PX


Parts used in this video:

  • LED headlights incl. Vespa PX conversion frame and headlight bracket -MOTO NOSTRA- LED HighPower
    Item number: mn1101kt
  • Ignition switch -VESPA 4-wire- Vespa PX Lusso (from 1984)
    Item number: 9520133 
  • Light switch -GRABOR- Vespa PK125 XL / ETS, Vespa PX Elestart (1984-1998) - 10 cables (DC, models with battery, make contact)
    Item number: 9520145
  • Rubber flasher relay Vespa PX
    Item number: 3330940

The LED headlight works exclusively with direct current, so it requires a battery or another equivalent power source with 12V DC. Operation on an alternating current voltage source leads to an immediate defect.


Assembly instructions for Print out as PDF









M244 Quattrini cylinder Vesoa on the test bench

Quattrini M244 king shaft - the super tourer in the second expansion stage "outlet" M244_2

M244 - part 3

Im second part this Series we simply adapted the cylinder and the engine housing to each other and put the cylinder on the engine without further processing "Plug & Play".

This resulted in very moderate control angles:

  • with 124 ° transfer angle
  • and 177 ° outlet angle

Some exhaust systems get along well with these short steering angles and thus provide quite astonishing performance.

On the other hand, the exhaust systems, which are trimmed more for performance, require larger steering angles.
In the course of the test series, the character of the performance curve of one or the other exhaust system will change.
Therefore we remove some material from the M244 in the exhaust duct and set the upper edge of the exhaust to 182 °. The outlet width remains unaffected and remains at a chord dimension of around 57%.

As a spacer, we use 1.5 mm on the cylinder head and the cylinder base plus a 0.3 mm seal on the cylinder base. This means that the control angles remain at 124 °:

  • 124 ° transfer angle
  • 182 ° outlet angle
  • 57% tendon size

Cylinder cooling hood for the long M244 Quattrini

In the meantime we have also received a matching cylinder cooling hood from GRP specialist BSK. You can find the blog here -> QUATTRINI GRP CYLINDER HOOD



The Elron uses the larger steering angle rather cautiously. With a 1,7 HP increase in peak performance, a slight loss in torque and a little less band due to the 300 rpm later entry, the exhaust shows that it takes note of this requirement but does not yet represent the right playing field for the concept . However, the Elron takes this very calmly. Presumably, the exhaust will deliver a very pleasing performance curve even with significantly different control angles and thus the concept does not completely submit to the dictates of the control angle.

Test bench diagram as PDF:  M244_1_2_ELRON


The Polini Box reacts very clearly to the small change in the outlet and provides a lot of power. The box adds over 3PS and not quite 1 Nm. The speed range is even wider by 700 rpm, whereby the graph does not even pass the 100 hp mark at 25 rpm until 5.500 rpm later and the output lasts significantly longer up to 9.400 rpm. The control angles of 124 ° to 182 ° seem to be clearly pleasant to the Polini Box.


Test bench diagram as PDF:  VGL_M244_1_2_POLINI

Test Scooter and Service NEWLINE

The Newline generally shows a different character in terms of power increase at small steering angles than the Elron or the Polini Box.

Similar to the Elron is the rather unimpressed behavior on the changed exhaust control angle. The peak power increases by almost one hp, the maximum torque remains almost identical and the speed range becomes somewhat narrower, as with the Elron, due to the later start of resonance. Even in the second expansion stage, the Newline retains the top position when it comes to torque with 36,7 Nm at 6.137 rpm.


Test bench diagram as PDF:  M244_1_2_NEWLINE

Test Posch Nessie

The Nessie, like the Newline, is intended for moderate control angles, and also shows the clear shift at the start of resonance. Viewed in absolute terms, the Nessie “only” adds 2,5 HP to the top, but in the range between 6.300 rpm and 9.000 rpm it can be clearly seen that the larger outlet angle significantly increases the performance over this range.

Test bench diagram as PDF: M244_1_2_NESSIE

Test Posch Racing Resi

The Racing Resi with its imposing, bulbous appearance already gives the impression of performance and the greed for steering angles. Therefore, the slightly increased outlet angle is not enough to achieve absolute top performance. Here, too, the start of the response is much later. At its peak, the Resi increases by 1,7 HP and this can use the slightly increased exhaust control angle between 7.300 rpm and 10.000 rpm to increase power and torque.


Test bench diagram as PDF: M244_1_2_RAC_RESI

Kingwelle Lakers test

The robust racing exhaust from Lake Constance has already shown on the plugged-in version of the M244 that it is also a good all-rounder. As with all other tested resonance systems, the speed range also shifts in the direction of higher speed, but without the bandwidth being affected. With a band of almost 4.300 rpm, it provides the largest bandwidth in this expansion stage. With 37,8 PS at its peak, the Lakers, at least in this expansion stage, has to admit defeat to the Resi with 37,9 PS - but we are only just warming up on the subject of the steering angle.


Test bench diagram as PDF: M244_1_2 LAKERS

The results of the test bench runs, expansion stage 1_2

Here again the results in tabular form. The best values ​​are highlighted in green for each construction stage

Part 4 is already in progress ...


Quattrini M244 Kingwelle - the super tourer

Quattrini M244 king shaft - the super tourer in the first expansion stage "Plug & Play" M244_1

This is part 2 of this Quattrini M244 - Series. In this first construction stage, M244_1, we have the M244 without any further changes, only with spacers on the cylinder head and the cylinder base our engine eingerichtet.

We have entered the resulting control angles in the list for the test plan.

In terms of design, this setup is in the middle of the range of expansion stages.


We have the control angle in the list for the test plan


First we send the all-purpose weapon from Polini into the race.

Polini box exhaust Vespa

Performance diagram Polini exhaust on Quattrin M244i

Test bench diagram POLINI BOX exhaust on Quattrini as PDF: M244_1_POLINI

The result is quite clear. Already at 4000rpm there are 15 HP and 26Nm on the rear wheel.

The maximum values ​​are 30.5PS at 6500rpm and 34.4Nm at 5900rpm.
Even at 9500rpm there are still 22PS on the rear wheel. This constellation already calls for a longer primary translation.



The next test subject comes from FalkR and listen to the name Elron's.

Performance diagram FALRR ELRONi exhaust on Quattrin M244i

Test bench diagram FALKR ELRON exhaust on Quattrini as PDF: M244_1_ELRON

With regard to the maximum values, the Elron ranks as real resonance exhaust already above the Polini Box. But the tide is turning only beyond the 6500rpm in favor of the Elron. In the range before 6500 rpm, the Polini Box has the lead here. After passing the 6500rpm mark, the Elron gains significantly and is above the Polini Box up to the end of revs beyond the 10500rpm.



Another old friend is that JL performance.

JL performance

Performance diagram JL PERFORMANCE exhaust on Quattrin M244i

Test bench diagram JL-PERFORMANCE exhaust on Quattrini as PDF: M244_1_JL_LH

The somewhat outdated concept of the JL still delivers reliable values ​​today. The JL does not cope with the first stage of the engine quite as well as the Elron. With 31PS at 8200rpm, that's something like suffering at a high level. The rather gentle entry and a good performance of 16PS at 4000rpm make the JL a very drivable exhaust with a good start in Reso optics.




The Newline exhaust from Scooter & Service is with us in Scooter Center Shop .


Performance diagram SCOOTER & SERVICE NEWLINE exhaust on Quattrin M244i

Test bench diagram NEWLINE exhaust on Quattrini as PDF: M244_1_NEW_LINE

The new line of Scooters and Service from Hamburg already delivers its maximum power of 6300PS at 32rpm. Even if the playing field doesn't quite fit the Newline, which would like to see a little more steering angle, the manual work from Hamburg delivers a remarkable 6000Nm already at 36rpm. The torque beast in this expansion stage



As the first representative of the "Performance" department, we let Nessie from Posch Performance work on the M244.

Test bench diagram NESSIE - POSCH exhaust on Quattrini as PDF:

Test bench diagram NESSIE - POSCH exhaust on Quattrini as PDF: M244_1_POSCH_NESSIE

Until just before 6500rpm, the world is pretty fine for the Nessie. Then the curve takes a course that suggests that the Nessie would like to see significantly more outlet angles.

Nevertheless, the Nessie with 34.8Nm at approx. 6000 rpm can be counted among the clearly high-torque systems.




Of course we also tested the Racing Resi from Posch Performance.

Test bench diagram RACING RESI- POSCH exhaust on Quattrini as PDF: M244_1_POSCH_RAC_RESI

The Racing Resi from the same manufacturer runs very similar to the Nessie and also requires more ventilation over longer control angles. With almost 35Nm at 6100rpm, the Resi is also well ahead in the league of absolute torque animals.



The Lakers as a thoroughbred racing exhaust, stands well in the feed despite the high performance and engine speeds to be expected with the low control angles.

Test bench diagram KINGWELLE LAKERS exhaust on Quattrini as PDF: M244_1_LAKERS

With almost 36PS at 7700rpm, it is the front runner in terms of performance in this expansion stage.
In the later expansion stages, when higher control angles and a wider outlet come into play, this exhaust can probably live out much better.


Overview test run 1 Quattrini M244 exhaust systems

Quattrini cylinder M244 in the first construction stage, M244_1 "Plug & Play" without further changes only with spacers on the cylinder head and on the cylinder base on the Malossi engine and Kingshaft crankshaft adapted.

Exhaust comparison overview Quattrini M244


Be curious to see how the second expansion stage will continue ...

Alex builds a Quattrini engine

Vespa Quattrini M244 engine 252ccm - from super tourers to top racers

The story of the Quattrini cylinder

Towards the end of 2015, rumors grew that Max Quatrini launches a potent cylinder for the PX200.

The time has come at the beginning of 2016. The M232 and the big brother M244 are available on the market.

A construction that took some getting used to seemed to follow the concept, a cylinder with a maximum bore of 72mm in the M244 and without a supporting cylinder base.

Due to the design of the crankshaft by Quattrini, with a connecting rod of 126mm, which is rather long for the Vespa engines, the piston does not work so deep in the engine housing and therefore does not need a long, classic cylinder base.

Today, in 2021, the cylinder is enjoying increasing popularity due to its very high torque values ​​and the smooth-running design thanks to the long connecting rod of the Quattrini crankshaft.

Reason enough for us to build an engine with it and play through many possible scenarios for you and see what comes out of it. We have tested exhaust systems and carburettors for you in various stages of expansion.

In the delivery note attached here for our technology department, you will find all the components that we have used for this engine and that, in our opinion, function permanently with this concept.

200 test runs on our test bench

In total, we have over 200 test runs with the Quattrini M244 Completed on our P4 test bench with various engine expansion stages. We have more than 50km measured runs documented and almost 20 liters of fuel burned.
We would like to share the experiences gained from this test with you in this blog series.


Quattrini Vespa Motor - All Parts


To select the parts:

The expected high torques of the M244 speak in any case for a reinforced motor housing.

The experience from many kilometers on the road with our own scooters has taught us that engines in the range from 22 to 25 HP can be implemented as "durable" in conjunction with a Piaggio engine housing.

Our M244 Quattrini cylinder but should be expanded a bit in the course of the test. This is why the choice here is a motor housing from Malossi with membrane inlet.

A Displacement of over 220ccm at erhigher engine speed, can no longer be supplied with sufficient fresh gas via a classic rotary valve on the narrow Vespa crankshaft. That's why we choose this Malossi motor housing with membrane control .

To make the fuel mixture we have one Polini 30mm carburetor used. In this experiment he stands for one Carburettor with 30mm bore. In the course of the tests, we also tried a PHBH30 in a counter-test. We will present the result of this in the following part of this blog series.

On the topic crankshaft we trust king wave. Here we find exactly what we are looking for to build a high-torque, smooth-running and durable engine.

The choice falls on one king wave with 62mm stroke and 128mm connecting rod. Due to the 2mm longer connecting rod and increased stroke, we have the opportunity to work with the control angles by moving the cylinder using spacers on the cylinder head and the cylinder base in the stroke direction. The longer connecting rod in connection with the weighty crankshaft also brings a significant plus in smoothness.

The stroke of 62mm results Cubic capacity 252,4ccm - already very promising to build a torque-oriented engine.

In ignition should keep our tourer running smoothly, so we chose the one here bgm ignition with the PX pole wheel with a mass of 2300g.

The performance of the 252ccm unit is controlled by a bgm superstrong Clutch, the bgm primary 25-62 and one bgm Transmission with the graduation 12-13-17-20 passed on to the rear wheel. The short, fourth gear on the auxiliary shaft keeps the most frequently used gear more stable. With one tooth less in fourth gear, the teeth become significantly wider in the tooth base and thus offer a significantly higher load capacity than the variant with a gear wheel with one more tooth.


Concept and test plan

The requirement for the test setup is that we work from a rather good-natured touring design to a sporty design. Just to be able to depict a section through the possible variants. As a starting point for the test series, we set a basis with small control angles in order to be able to test as many sensible variants as possible later

To determine a starting point, the crankshaft is mounted with bearing dummies and the cylinder is attached to determine the control angle.

Based on this initial data, we can consider to what extent we can sensibly set up the cylinder with spacers and work on the outlet in later stages of expansion.

After measuring back and forth a bit, we decide to start from the middle position of the control angle with one Transfer angle of 124 ° and a Outlet angle of 177 °.




Assembling the engine

Dream team: Malossi | bgm PRO | Kingwelle | Quattrini

The factory new Malossi motor housing will be finished by king wave for the crankshaft with 62mm stroke and the enlarged diameter of the crank webs with 99,4mm. The bearing seat for the bearing on the alternator side is also checked and reworked in individual cases, as the bearing seat is manufactured by Malossi with a very tight tolerance.

We also offer the completely machined housing with a high-quality crankshaft from Kingwelle as a set. We use the set for this engine KWM46228.

The one attached by Malossi Bearing Kingwelle does not recommend 6205 for the alternator side. We follow Kingwelle's recommendation and use a here NU205.

Before inserting the bearings, we process the motor housing and adapt the cylinder and the overcurrent ducts to each other. On a Piaggio engine case, this tends to degenerate into an evening event. The Malossi housing is already designed for the channels of the Malossi Sport and MHR cylinders and requires little rework for the Quattrini M244. Most of the work goes into removing the sealing surface on the cylinder base, which allows the M244 to be used on Piaggio engine housings.

Adjusting the transfer channels to the motor housing is done quite easily. The cylinder base seal shows how little needs to be adjusted here.

All bearings are traditionally used by shrinking in order to avoid damage to the bearing seats by simply pulling in the bearings. The shrinking or cold / warm process offers the advantage that no mechanical stress acts on the surface of the bearing seats and the seat is not widened as a result.


Wandering Malossi engine cases

Another peculiarity of the Malossi motor housing is that the supplied original silent rubbers are too narrow for the motor housing. Or rather, here Malossi has simply oriented the seats for the silent rubbers deeper in the housing than was originally the case. This allows the motor housing to move over the silent rubbers in the direction of the frame.

We have been here with one quite a while ago Spacer set BGM7952SP A remedy was created for the silent rubbers and thus ensured a secure fit of the silent rubbers in the correct position.

The gear

The M244 with a 62mm stroke of the king shaft brought to 252ccm, will transfer a lot of torque to the rear wheel. A guarantee to achieve a high cruising speed at a reduced speed. That enables the primary. Starting from a massive and early onset of torque mountain, the primary can be selected to be long or even very long. With 25 to 62 teeth, we use the longest primary offered by bgm. The reinforced primary repair kit from bgm creates a durable primary drive.

Shift pins and crossbar are included threadlocking assembled.

The bgm secondary gear is set with the smallest possible clearance with the bgm shoulder rings.

Assemble the Malossi motor housing

Further adjustments to the motor housing are no longer necessary and all other innards find their way into their place.

To assemble the crankshaft, the shaft sealing ring is moistened with a little oil so that the sealing lips slide cleanly onto the crankshaft and are not damaged.

The Malossi engine case, contrary to the Piaggio engine case, is without a solid seal composed. Instead of the paper seal, as in a modern engine concept, the housing is Surface seal sealed.

To connect the housing halves, Malossi uses M8 hexagon socket screws. Due to the different lengths of the screws used, a look at the Application listto find the correct attachment point.



bgm PRO Superstrong clutch & King shaft

The King Shaft is supplied with its own thrust washer and special key. The thrust washer has a clear radius that fits exactly to the radius of the crankshaft. A breaking thrust washer is almost impossible.



The Kingwelle has a special feather key on the drive side, which is specially manufactured for Kingwelle and fits exactly into the groove of the coupling hub.

We use one as a coupling bgm Superstrong CR a. With the standard equipment, 10 bgm springs XL, the CR clutch manages a reliable transmission of power up to 40hp. The king shaft coupling nut has a fine thread of the dimension M12x1. The nut comes with screw lock and a Tightening torque of 70Nm attached.


Assembly of further components

The engine is then completed with the rest of the components.
Intake manifold with the Malossi 2-valve membrane. Clutch cover, switch latch, cover for the starter motor and the bgm ignition system with static ignition timing.

Stress-free assembly of the ignition base plate on Malossi engine housings

The Malossi motor housing is reinforced in many places. This can lead to contact between the base plate and the bearing seat when the ignition is installed. The base plate of the ignition must sit tension-free in the centering, so in individual cases the base plate and / or the motor housing must be slightly reworked to ensure a tension-free fit of the base plate.


Check crush dimension

Before the final assembly of the cylinder, we check the pinch size using solder.
Due to the increased stroke, we aim for the squeeze dimension in the range from 1.3mm to 1.4mm and set this using the enclosed cylinder base seals.

By compensating for the larger stroke, there is no need for centering on the cylinder head. For this reason, holes for fitting sleeves are made in the cylinder head and cylinder. The adapter sleeves prevent the spacers used for the cylinder head in the course of the test from protruding into the combustion chamber and causing unwanted damage there.


The new Quattrini engine on the test bench

For the test runs, we set the ignition to 19 ° BTDC.

The runs of the first expansion stage We will introduce M244_1 to you in the next blog post before…

Just a quick note - none of the runs were below the 30PS Mark on the unprocessed M244











Platónika test drives after more than 7.000 km more than completed and off we go!

With the Scooter Center off to Zell am See from September 10th to 12th, 2021

Slowly it is enough to just make kilometers on the way to and from work. It is time for longer journeys with Platónika and our trip to the Vespa Alp Days is the best opportunity!
In my personal ranking of the events, VAD has a special place:

  • It is -after the Vespa World Days in Celle- the biggest event I have attended. Both were in 2017 and in Zell am See I am with me more than 1000 Vespistas out 20 celebrated different nations.
  • It was my first meeting on European soil.
  • I had never seen so many different Vespas together, including this one 60 oldest Vespas of the continent. Keyword Faro Basso race.
  • It's also the longest event 8 days of continuous fun.
  • The most beautiful landscapes my eyes have seen.
  • The oldest Vespa I've ever ridden, the beautiful Vespa Super Sport 180 from Franz, which he lent me very nicely.
  • And it was the event at which I made great friendships that have existed until now and continue to strengthen.

Back to the future

Now the reasons are different, I travel to work. As part of the Scooter Centerwho is the official sponsor of the event. And of course, Platónika is coming with us.
I am preparing to show you all of these adventures firsthand. But now some nice memories of 2017.


The good friends I've made

The Colombian Representation

Super Sport 180 from Franz


See you there!


Motovespa air filter element bgm PRO

Air filter insert BGM for Motovespa air filters

With many Motovespa Largeframe The identical air filter inserts are installed in the models.

Often the important component to protect the engine is missing or is no longer in a usable condition. That's why we have the Vespa for the Spanish license builds Largeframe Models one high quality air filter insert made.

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

Air filter fleece bgm PRO for Motovespa Largeframe

High quality filter fleece from Marchald (Italy), manufactured for bgm PRO.
Suitable for the direct intake engines (carburetor sits directly on the cylinder) of the Largeframe Motovespa engines.

  • 1: 1 replacement for the original wire mesh.
  • Significantly better and finer filtering with a higher air throughput at the same time.
  • Therefore also ideal for engines that have already been upgraded.
  • Washable.

Installation instructions air filter element Motovespa

Replacing the air filter element is very easy. After removing the right side panel, the view of the air filter box is immediately clear.

Motovespa air filter box Vespa

Open and remove the air filter box

The cover is attached with two M5 screws.

These can be loosened with a screwdriver size 5 to 6.

The Motovespa air filter

After removing the two screws, the cover can simply be lifted off.
Here, in our example, is the original one Motovespa air filter insert no longer available at first!

Attach the air filter insert

The air filter insert has no installation orientation and can simply be pushed onto the filter housing from above.

Close the air filter box

The remaining protrusion of the air filter insert seals against the air filter box cover when installed.

Fasten the cover of the air filter box again with the two screws, reassemble the side panel and the change is complete.


Air filter cleaner and oil

In order to achieve an even higher filter performance, the air filter insert with air filter oil can be used.
However, this is necessary due to the high quality filter material of the bgm PRO filter is not absolutely necessary.

Air filter oil and cleaner

Lessmann brushes Made in Germany

Not all brushes are the same!

You are sure to have a classic steel brush in your tool kit. Such a DIY all-round brush is practical and has many areas of application, but it can be much better with little effort:

I'll show you 4 small ones here Wire brushes from LESSMANN (Made in Germany) for special areas of application that make it easier for you to work on your scooter for repairs and maintenance!

LESSMANN brush logo


1. The file cleaning brush

Steel brush for cleaning files.

Steel brush for cleaning files. You don't need to buy a new file right away if it no longer has the expected effect; cleaning the file is often enough!
This special brush from Lessmann is suitable for cleaning the cuts of metal files so that the cutting effect is fully available again.
The file cleaning brush is particularly suitable for removing chips and strongly adhering metals such as: copper, brass, bronze and aluminum.



2. The rust eraser brush

Rust eraser with steel bristles from the German quality manufacturer Lessmann

High quality rust eraser with steel bristles.
The brush is ideal for a careful repair of your vehicle with original paint on which sheet metal is partially rusted. which should not be ground flat. Keyword: O-paint rescue.
With the rust eraser, oxide particles can be removed effortlessly, even on surfaces that have already been scarred. The bristles on both sides have different thicknesses for precise work. Then the area can be passivated with a suitable agent (e.g. multifilm).

CONCLUSION: Great little tool with a big impact and fun factor


3. The steel brush for the rough

Steel brush for removing coarse dirt such as rust.

This quality steel brush is particularly suitable for removing coarse dirt such as rust.
It is not suitable for use on surfaces made of plastic, aluminum, copper, etc.


4. The brass brush for cleaning spark plugs

Brass brush for cleaning the ground and center electrodes of spark plugs.

Brass brush for cleaning the ground and center electrodes of spark plugs.
Since brushes made of steel roughen the surface unnecessarily and new dirt adheres even better than before,
A brush made from a softer material than steel should always be used to clean spark plugs.



LESSMANN quality brushes | Made in Germany

Lessmann brushes

The Scooter Center you get Lessmann brusheswhich have proven to be particularly suitable and proven in our everyday workshop and repairing / tuning scooters. Such a small brush can be very helpful and really make it easier for you to work cleanly on your scooter / Vespa / Lambretta etc.!

7 On the Road – Vespa bgm Platónika project by Scooter Center

As we would say in Colombia: “I'm in my salsa * " (it means that I am fully in my element).  I received Platónika with 18 km and exactly 15 days later, she had a thousand km more.

Completely excited because spring is already there colors I started to drive. And even put together a Motonostra accessory set for touring:



Foldable rear rack


But with this German weather you never know! And sure enough, a week later it starts snowing ... that shouldn't stop me, so I'll protect myself from the harsh cold and keep going.

Pictures and videos come and go, but I still think I'm missing something. The reason I fell in love with this scene: Indeed, their Vespisti.

No meetings in sight, "then I'll go with my colleagues" I thought, but who could go with me? in the marketing office where i'm sitting i only have the two of them Lambretistas found…

And now ... why not?


Did you miss any details of Platónika's story? You can find the full story here.

Platónika project - the complete story - Vespa PX bgm 177 by Scooter Center