Conversion from mono to vario

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The tiresome topic: Conversion from Mono to Vario.

What do I need to convert my mono moped/moped to variator.

First we need the gearbox housing.

Some transmission housings for mono can be replaced with the appropriate transmission cover

convert to a Vario transmission. Unfortunately, these covers are no longer available from Piaggio and can then only be bought used.

That's why we use it Pinasco gearbox housingShop

Then we need a suitable gearbox.

It depends on what you want. The original gearboxes were between 11,52:1 and 14,81:1 in the

Mopeds/mofas installed. (there are a few exceptions where the translation is different)

For our purpose (easy tuning with '63 Athena, Malossi cylinder head, racing shaft, machined engine housing, Proma CityPower exhaust and 13/13 carburetor) we use that Pinasco 10.4:1 gearbox – Shop 

Something synthetic should be used as gear oil. This is recommended here motul – Shop

 Then we need a "converter" which unfortunately is no longer available from Piaggio and no longer in all sizes.

Converters with 90mm pulley diameters were installed on the Ciao and occasionally on the Boxer.

These variants are only available used and mostly in bad condition.

So we have to use the accessories area and either the 100mm converter from the Bravo

use (later years of construction of the Ciao and mostly from Holland had this 100mm converter also installed) – Shop

Or you use that Malossi converter 100mm - Shop

100mm converter in the Ciao means adjusting the frame, but this can easily be done with pliers and a rag to protect against scratches. Vehicles from the last years of construction already have a deepening at the rear of the frame.

With the Malossi converter we still need that Clutch bell BGM 7250 – Shop

And matching starter pads.

Unfortunately, the rubbers available on the market do not always have the right shape and should be reworked. This can be done quickly with some sandpaper or a file.

In this case, we have them OEM starter jaws used - Shop

Since we're rebuilding a Mono Ciao, we don't have any old parts to build something out of, so we still need that Locking Plate - Shop

And the right one circlip – Shop

Then comes the V-belt's turn.

Mono vehicles have an approx. 9.5mm wide drive belt and Vario vehicles have an approx. 12.5mm wide belt installed ex works.

Over the years and further development by many ambitious mechanics and small tuning companies, it has turned out that it is better to use a 13mm wide belt.

There are various reasons for this. On the one hand the tolerances of the converter discs (they don't always have the right angle) and the width of the vario. (Malossi has the widest distance)

For our conversion we use the MC Proparts Belts – Shop

As a variator, here comes the Polini for use - Shop

 

The vario nut -Shop is used so that we can use the largest possible thread portion of the crankshaft.

The first big challenge is the choice of the counter-pressure spring in the converter.

Actually, there is a rule of thumb: as tight as necessary, as light as possible.

Since the following statements are always circulating on the net and forums (yellow Malossi and 6.5gr runs great.)

We always recommend our customers with the switch Polini Feach to start – Shop

And that even with the Malossi MHR converter.

The Polini spring is about 15% harder than the standard spring.

As a final step, we need a matching side panel.

Side panels for variator are only available as accessories from the Ciao - Shop

Unfortunately, Boxer, Bravo and Si have to use used originals, which can still be found relatively easily on the used market.

Would you like to see an overview of all parts? please have a look at this link: Wishlist

At the end...

Do I need a Ciao, Bravo, Si or Boxer with variator?

Each of you can and must know for yourself whether the time and financial effort is justified by the later result.

The advantage of the variator is that it provides you with a stepless automatic system. Translated short when starting, translated long at speed. The principle is still used today in every automatic scooter.
This offers many advantages in the mountains or when starting off frequently in the city.

A properly tuned variator with the appropriate engine setup allows you
to accelerate as if you were being pulled forward by a rubber band.

Of course, such a conversion also has disadvantages. The variator has many factors that affect how it works.

That would be the weights in the variator at the front, the counter-pressure spring in the converter at the back and the
strength/hardness of the clutch springs. If one thing doesn't fit together, the moped behaves strangely when driving.
It is quite time-consuming to perfectly match the variator to your vehicle and it often requires disassembly, conversion and testing at the beginning.
When everything is done, you just have a big grin under your helmet and you will
Rewarded for many hours of screwing and swearing.