bgm BigBox Vespa exhaust for T5 is test winner
Our Racing exhaust for Vespa has been tested again. And again it is the test winner with the greatest performance. In that case it became ours BigBox for the Vespa T5 from UK online scooter magazine SLUK tested. Here is a video of the test:
BGM BigBox Touring for Vespa T5
The bgm BigBox Vespa T5 is designed as a replacement for the original sensationally good exhaust system of the Vespa PX special model T5. The T5 engine designed by Morini has some peculiarities due to the adapted powerful 125cc motorcycle cylinder.
The T5 engine reacts very strongly to the exchange of the exhaust system. The BGM BigBox for the T5 is based on the standard exhaust in order to keep the torque in the lower and middle speed range at a similarly high level as the standard exhaust. Depending on the setup, it can turn out a little further.
Nice to see at our customer Nino in Portugal, Original T5 with the bgm BigBox. Seems to be fun:
BigBox T5 Touring performance diagrams
Vespa T5 Original with BigBox
Vespa T5 152cc Polini with BigBox
Conclusion
Nice to see in the diagrams: ours bgm BigBox harmonizes with the original engine as well as with Polini 152 or Malossi 172 tuning cylinders. On revised engines, the larger volume of the BigBox Touring results in a significantly better torque and power curve than with the original exhaust.
Final Words
You can find the detailed test here: SLUK
La Vespa in Spain
The scooter market in Spain is very strong and has a long tradition. Spain is one of the largest markets for scooters in Europe and in addition to new vehicles there is also a lively market for scooters in Spain used Vespas. Many lovers of classic Vespas are looking for restored or well-preserved older models to revive the charm of bygone times.
Here are some of the parts that will keep Vespas on the road for many years:
Moto Vespa Spain
Motovespa 160GT
The Motovespa 160 is one of the most sought-after vehicles from Spanish production.
The leg shield is vaguely reminiscent of the iconic Vespa SS50 and SS90 and, in conjunction with the trapezoidal headlight, gives the 160GT an elegant, sporty look.
The engine of the 160 and 160GT already shows some technical features similar to the big sister SS180 from Piaggio.
For this engine type, we had bgm reproduce some components that were no longer available or difficult to obtain.
Vape for the 160 GT the chic Spaniard can be equipped with a modern and very reliable ignition system. Powerful 12V light included.
Other items already available for the 160, 160GT
A perfect complement is the bgm Wiring harness set conversion
crankshaft
Moto vespa españa are Scootersthat for bgm increasingly important and has for some time started developing specific products for the Spanish market.
Here are some of the most notable products
Direct intake, stroke = 57mm, connecting rod = 105mm
BGM057105MV: Motovespa 125, Motovespa 150S – Piston pin Ø15mm (needle bearing), clutch type Vespa PX (Ø 15mm), also for converting Vespa VNA1T-VNA2T
BGM057105: Vespa GS150 (VS1-5T), Motovespa 150GS (04M engine), 150S (VTT, V13502C), 150 Sprint (04M engine) – piston pin Ø15mm (needle bearing)
Direct intake, stroke = 60mm, connecting rod = 105mm
BGM060105: Vespa GS150 (VS1-5T), Motovespa 150GS (04M engine), 150S (VTT, V13502C), 150 Sprint (04M engine) – piston pin Ø15mm (needle bearing)
some MotoVespa highlights
Pole wheel bgm Pro TOURING 2.0 electronics
for conversion to fully electronic CDI ignitionengine housing with electric starter
for Motovespa Largeframe Models 125-160cc
Vespa España classic look
And for a perfect classic look and performance, the bgm classic tyres, of shock absorber and the bgm train set not missing the
Vespa T5
For a long time there were no more suitable seats for the T5, which was only produced in small numbers compared to the PX.
Here a good reproduction of the original seat of the Vespa T5 models, made in Vietnam
More highlights for the T5
Vespa España waiting for new and upcoming products:
and product development continues, the following items are currently planned
intake
(23mm and Ø=28mm)
In set (23mm and Ø=28mm)
In set membrane (23mm and Ø=28mm)
set membrane upper part (23mm and Ø=28mm)
set membrane lower part
Gasket set engine bgm
For Motovespa 160, 160GT, 160GTI (09M-E70), 150S (V201M-S61, 502M-S64,
Sprint 150 (04M-S66),
150L (V202M-2L62),
150GS (04M-G67)
and in silicone
and Gasket for spacer clutch cover for Vespa Wideframe VM1T, VM2T, VN1T (-60000), VU1T, ACMA 125 (1951-1955), Motovespa 125N (1953-1958) – Ø=128×0.5mm
Conversion to adjustable brake cable Vespa PX, Rally, Sprint,
The brake pad wear of the front brake of the PX series up to 1998 and the PK-XL can be easily adjusted without tools using the well-known knurled screw on the brake cable.
On the Vespa PX125T5, this luxury can even be found on the rear brake.
With this model, Piaggio has already seen that the fiddly-to-use adjusting screw in hard-to-reach places is no longer state-of-the-art.
We leave the no longer available Piaggio original part of the T5 in excellent quality reproduce.
Greater braking force with the same pedal force
The brake arm fits almost all Vespa Largeframe Models and is one meaningful improvement especially for all PX before 1984, as well as rally, sprint and co, because the brake arm is longer and a greater braking force is generated with the same pedal force.
Our practical conversion kit
With the Set for retrofitting every PX can be brought up to the state-of-the-art.
The solution for perfectionists with a T5 brake cable
In order to carry out the conversion, a slot must be made in the cable guide of the brake pedal. The T5 brake cable has a cast nipple at each end and can therefore no longer be threaded through the bare hole in the cable guide on the pedal. In addition, the M8 set screw on the PX engine blocks must be removed and drilled to the size of the brake cable abutment.
The simple adapter solution
Those who shy away from the effort described above can easily fall back on the variant with our adapter for the pulling thread:
If the brake cable is not to be completely replaced, we also offer a fast one Adapter solution
Conversion for Largeframe Our Oldies
For the Vespa Largeframe Models with an external brake pedal, such as Vespa Rally, Sprint, VNA, VNB, etc., can also be converted either with the adapter or with one loose brake cablethat has one end with the matching thread.
The simple installation using a Vespa PX
Here we briefly present the conversion using the example of a Vespa PX.
In order to be able to replace the brake arm, it is necessary to remove the brake cam.
In order to gain access to the cam, the rear wheel and the brake drum are dismantled.
Dismantle the rear wheel
and then the brake drum remove.
ohne impact wrench is the Holding tool for Vespa and Lambretta brake drums a real help.
If the brake drum is removed, the brake shoes are freely accessible. Here it is worth taking a look at the position of the brake cam.
If the cam is almost 45 ° inclined to the brake shoes with the brake pedal unloaded, as shown here, this is an indication that the Brake shoes are soon worn out.
In order to be able to pull the brake cam a bit out of the guide, it is necessary to Brake shoes to remove. the Retaining rings can be removed quite easily.
However, care should be taken to secure the little nasty things against jumping away.
With a wider one screwdriver the jaws can be spread apart and removed one at a time. Shouldn't the brake shoes
are replaced, it makes sense to mark the installation position on one of the brake shoes. As can be seen in the picture above based on the abrasion,
the approaching brake shoe is subject to a different wear pattern than the decelerating brake shoe. Therefore, it makes sense to remove the brake shoes when reassembling
to put them back in their accustomed place.
After unhooking the spring for the brake arm is the Safety split pin accessible. Once the split pin has been removed, the Brake cam pulled out
become and gives the Feder and the brake arm free.
The brake cam is provided with a franking in which a Fat storage is introduced for long-term lubrication. Just fill up if necessary.
If the brake cam has the latest lubricant technology, the brake arm and the spring can be installed.
Do not forget the cotter pin before attaching the spring.
In this case, new brake shoes are used. To protect the guides from corrosion and to prevent the brake shoes from seizing up,
will be here copper paste applied.
With the main shaft as support, the brake shoes are placed in the guides.
The Mother the Lusso main shaft with SW24, for example, is fitted with a torque fastened by 110Nm.
Before cutting the old inner cable to length, check whether the Adjusting screw is on “0”.
The required pull length for the adapter can be determined based on the position of the brake arm. The pull should be right right up to the end of the arm
are sufficient. the Cable shears ensures a clean and safe cut without the cable fraying.
Push the adapter up to the end of the inner cable and secure it with the clamping screw. After the first test braking, check whether the end of the train
is still in the same position. If not, the clamping screw must be checked and retightened.
So that the adjusting nut on the adapter is easy to move at all times and does not corrode, a little copper paste can also be used here.
Mount the rear wheel again and the wild ride can go on.
Motor housing Vespa T5 from Pinasco
Just got us from Pinasco the news reaches us that the long-announced engine housings for the Vespa T5 should arrive next Thursday.
The engine housings of the rare Vespa PX125T5 have always been few and far between. We are all the more pleased that something is happening again with the products for the T5.
Diaphragm and rotary valve engines for Vespa T5
Pinasco now offers two alternatives. Like the PX motor housings also, it will for the T5
- a classic Rotary valve (Master) and article number: PN26482024
- a motor housing with Membran (Slave) give. Item number: PN26482025
In terms of price, the T5 motor housings are slightly higher than the PX variant lie.
More technical details We can only give you this when we have received the first motor housings in the next few days. We keep you here in Scooter Center Blog up to date.
Build T5 engine
The easiest way to complete such an engine is to order the appropriate engine revision kit: Engine revision set Vespa 125T5
Information about a super suitable Exhaust you find here Vespa T5 exhaust
First pictures of the Pinasco T5 engine
Here are some pictures that Pinasco made available to us.
The motor housings are expected to be delivered with all fixed stud bolts and suitable silent rubbers for the motor cross-member and shock absorber mount.
Pinasco engine housing for Vespa
The Pinasco motor housings are very high quality replacement motor housings made of the finest die-cast aluminum. In addition to the very precise processing, they also offer many special features that are particularly interesting for tuners.
In addition to the significantly larger sealing surfaces on the cylinder base and carburetor inlet, Pinasco also offers the housing as a version with a diaphragm inlet. This suction technology, which has long been standard in the automatic sector, also offers large carburettors a good passage to breathe deeply. Further reinforcements in the cast, a larger crankshaft bearing and the great scope of delivery round off the superb overall picture of the Pinasco engine housing perfectly.
The housings are manufactured in two variants:
MASTER = ROTARY VALVE INLET (LIKE FROM THE PIAGGIO FACTORY)
SLAVE = DIAPHRAGM CONTROLLED
The engine internals and ignition components of all 125-200ccm models from 1982 onwards can be taken over. The components built from 1984 onwards are preferable due to the improved and more stable gearbox and the more powerful alternator. The motor of the COSA models is also well suited as a donor motor. Their engine block is outwardly different, but uses the same innards as the PX models from 1992 onwards.
Both versions have the same useful improvements:
- MATERIAL
High quality die-cast aluminum with a fine surface - SEALING SURFACES
Very precisely milled sealing surfaces - STRONGER
Reinforcing ribs in the area of the main shaft bearing on the switch latch side and the shock absorber mount - SOLID
Significantly more material in the area of the cylinder base sealing surface and the carburetor inlet - OIL SEAL
The housings are made to accommodate a metal shaft seal (coupling side). Please always use the version for the 200cc versions with a brown sealing lip. - FIT
Two additional fitting bushes = crankshafts with an excessively long stroke can do without the centering edge of the Lima half. Dimensions of fitting bushes AØ = 9,95mm, IØ = 8,40mm, h = 13,80mm - RUBBER
The holes for the large silent rubbers are Ø = 44mm (original Piaggio Ø = 43mm).
The enclosed silent rubbers are stiffer and offer better guidance of the motor in the frame.
Piaggio silent rubbers also fit. Solutions with metal bushing or without pre-tensioning usually do not fit if they were manufactured for Piaggio engine housings (Jockey, PLC). - NUMBER
The motor housings do not have an embossed motor number or prefix - OIL HOLE
No drip hole for gear oil = the nonsensical drip hole that shows whether the inner shaft sealing ring is defective has been left out *.
* Our tip: run the sealed bearing and external shaft seal with the appropriate brake drum.
SPECIAL FEATURES ROTARY VALVE VERSION
- Extra large sealing surface over both engine halves, suitable for all intake manifolds
- Can be used as a 1: 1 replacement for an original motor housing
SPECIAL FEATURES OF THE MEMBRANE VERSION
- Central, full-surface membrane inlet
- Incl. Membrane intake, incl. Membrane in RD350 format (hole 58x48mm)
- Suction rubber can be rotated 360 °, connection width carburetor = Ø34mm
- Rubber suitable for Keihin PWK28, Mikuni TMX27 / 30, Dell'Orto PHBH28 / 30, VHS24-30
- No cast-in axis for oil pump control
- No hole for oil pump drive
The enclosed fitting bush for the auxiliary shaft must be inserted by yourself
If transmission components other than those of the PX models from 125cc are to be used, please check the auxiliary shaft axis for compatibility beforehand and change it if necessary.
Please insert all stud bolts with high-strength screw adhesive. The cylinder studs are not oversized on one side, as is the case with the original Piaggio. Therefore, glue in the supplied Pinasco cylinder studs here as well. We recommend cutting all threads and cleaning them with compressed air.
ASSEMBLY NOTE:
The crankshaft bearing NU205 on the alternator side is not seated flush in the engine housing.
It protrudes approx. 1mm towards the crankshaft.
DELIVERY
· ROTARY VALVE
- All studs
- Silent rubbers + washers for silent rubbers
- Housing seals
- Bushing for auxiliary shaft axis
· MEMBRANE
- as above, additionally included:
- Intake manifold including membrane, suction rubber, seal and small parts
- NOTE: No screws included for attaching the intake manifold to the engine block (see: Accessories)
