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Alex builds a Quattrini 252cc Vespa engine 5

Largeframe, Largeframe, M244 Quattrini, News, test, SC workshop, Vespa, Vespa

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.

Lakers

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

08/02/2022/ alex

Alex builds a Quattrini 252ccm Vespa engine 4 - stage 2 with exhaust test

Largeframe, M244 Quattrini, News, test, SC workshop, Vespa

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

The cylinder is at the foot with two 1mm Spacers Raised by a further 2mm compared to construction stage 0.5. This changes the control angle of the transfer channels from 124 ° to 126 °. Milling is used to adjust the outlet to a control angle of 190 °. For this purpose, 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 as expected. Similar to the Elron, the can from Italy only shows small reactions. The lower effective compression makes the curve dip somewhat in the increase between 4000rpm and 6200rpm. The system implements the slightly increased time cross-section at the outlet window with a gain of just over one horsepower at its peak.
The maximum torque remains the same at 35.2Nm and only shifts by a few hundred revolutions in the direction of higher speeds.
With a bandwidth of 3800 revolutions, the Polini system is slightly behind position 2, but this experiment shows that the box does not necessarily prefer the very small control angles. In direct comparison to construction 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 phase, due to appointments away from home; but now plays again in the third construction stage. Therefore, here is the comparison between levels 1 and 2.
So that it is also very clear how clearly an exhaust can behave when it is operated from other control angles. JL, who is considered good-natured, turns out to be a very approachable partner in search of 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 angular power man from the north feels right at home in this expansion stage and takes two top marks with him.
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 ...

Nessie

Similar to the Elron, the Seemonster from Posch Performance is not quite sure what to do with the changed steering angle. The maximum torque remains the same and the peak power increases by one horsepower. While the Nessie was way ahead in level 1 with 4300 revs in the range, the available rev range in level three goes a bit to the diving station and is in the upper midfield with 3700 revs.

Racing Resi

Racing Resi tastes the changes better. Rather attached to the higher steering 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 performance at this level with 38.9PS. We are slowly approaching the 40 HP brand with the expansion stages.

Lakers

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

Here in the overview the results. Best values are highlighted in green.

04/01/2022/ alex

M244 Quattrini cylinder Vesoa on the test bench

Alex builds a Quattrini 252ccm Vespa engine 3 - stage 2 with exhaust test

Largeframe, M244 Quattrini, SC workshop, Vespa

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

TEST ELRON

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

TEST POLINI BOX

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 ...

15/11/2021/ alex

Alex builds a Quattrini 252ccm Vespa Motor 2 - Quattrini M244 Kingwelle - the super tourer

Largeframe, M244 Quattrini, News, SC workshop, Vespa

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

That's 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.

TEST POLINI BOX

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

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.

TEST FALKR ELRON

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

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.

TEST JL PERFORMANCE

Another old friend is that JL performance.

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.

TEST NEWLINE SCOOTER & SERVICE

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

Test bench diagram NEWLINE exhaust on Quattrini as PDF: M244_1_NEW_LINE

The new line Scooter 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

TEST POSCH PERFORMANCE NESSIE

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

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 already be counted among the clearly high-torque systems.

TEST POSCH PERFORMANCE RACING RESI

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.

TEST LAKERS KINGWAVE

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.

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

20/10/2021/ alex

Alex builds a Quattrini 252ccm Vespa engine 1 - Quattrini M244

Largeframe, M244 Quattrini, News, SC workshop, Vespa

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.

Parts list Quattrini Motor Vespa

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.

To select the parts:

The high torques to be expected from the M244 speak in favor of 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 .

We have one to make the fuel mix 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.

The 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 the extent to which we can set up the cylinder sensibly with spacers and also edit the outlet in later expansion stages.

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 brand 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 also included Surface seal sealed.

To connect the housing halves, M8 hexagon socket screws are used at Malossi. Due to the different lengths of the screws used, it is helpful to take 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 coupling nut of the Kingwelle has a fine thread of the dimension M12x1. The nut comes with a 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 squish size with tin 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

06/10/2021/ alex

Lambretta 100mph Bonneville World of Speed Record

Bonneville - fastest Lambretta with bgm PRO SPORT 180km / h tires on the hunt for records

Lambretta, Lambretta videos, News, Racing, racing, Events

Chasing records with the Lambretta on the salt slope

Our customer Todd Rogers from the USA set out with his 225 Lambretta to hunt for records in Bonneville.

Do you still remember the film "with heart and soul" with Anthony Hopkins? Burt Munro (Anthony Hopkins) travels to Bonneville with his Indian Scout to take part in the annual high-speed race on the Utah Salt Flats. One of my favorite films, below you can find a teaser for the film.

Todd Rogers Lambretta Club USA

So our customer Todd Rogers has set off for Utah with his Lambretta World of Speed made. Here in Bonneville he wants to set a record with his Lambretta on the salt slope.

The right tires

During the preparations for the record attempt, there were problems with the tires. Todd has so far ridden tires with a “P approval” on his Lambretta.
But P corresponds to only 93 mph or 150 km / h and with these tires he would not have received approval for an official record attempt at over 100 mph.

Choosing the perfect tire was then relatively easy, after all, ours are ours bgm PRO SPORT tires, the only 10 x 3.50 tires with a Approval of 180km / h or 112 mph! In addition, Todd did not want to expose himself to any risk and so relied on the bgm PRO Quality tires MADE IN GERMANY.

You can get bgm PRO tires here in the shop

World of Speed the film for a record attempt

Fastest Lambretta 100mph 162km / h in Bonneville Utah / USA bgm PRO Sport tires

The 100mph record in Bonneville with the Lambretta

Todd drove his 225 Lambretta (not a Streamliner !!), a very impressive 100,4203 mph, which corresponds to about 162 km / h. Todd holds the record for the fastest Lambretta in Bonneville!

Congratulations from all Scooter Center & bgm - team!

With heart and soul Trailer Bonneville

With heart and hand (The World Fastest Indian) 2007 speed record Bonneville

21/09/2021/ Heiko Lepke

bgm PRO CDI for IGM ignitions such as Vespatronic, Malossi VesPower, Polini IDM, Varitronic, Pinasco Flytech, Parmakit etc.

Lambretta, Largeframe, Smallframe, Vespa, Wideframe

bgm PRO touring CDI for IDM retrofit ignitions

-Original optics in conjunction with a optimized ignition curve for Vespa and Lambretta touring engines-

Our solution for IDM CDIs in touring engines

Use all IDM based ignitions (Vespatronic, Malossi VesPower, Polini IDM, Varitronic, Pinasco Flytech, Parmakit etc.) the same CDI.

The ignition curve of this CDI is based on high performance engines with a late use of power and high speeds designed.
On touring engines, with an early and high torque, this ignition curve is rather counterproductive. Here it often leads to engine jerks in the partial load range due to an ignition point that is too early for the low engine speed.

However, due to the large adjustment range (8 °) of the original CDI, the ignition point must be selected early. Otherwise, the performance in the upper speed range suffers, as the CDI already reduces the ignition point significantly here. We have addressed this problem and a solution developed:

bgm PRO IDM CDI

Buy tours CDI here

Advantages of our bgm PRO CDI for IDM in tour setup

The bgm PRO CDI has a modified, optimized ignition curve. It offers high-torque touring engines that have a similar power / torque curve as an original engine, ideal working conditions. The adjustment of the ignition point is significantly less, the engine runs quieter and smoother and also develops more efficient, especially in the area above the peak performance (Overrev). As a result, you have an engine that much more tour-friendly is and usually something faster Is on the way.

Plug & Play
for Vespa & Lambretta
replaces the original IDM CDI
fits on the original mounting brackets from PK & PX
Tour-optimized ignition curve
no partial load jerking
higher performance
original optics
screw-in ignition cable

More efficient

Power measurement diagram as PDF

Modern technology in a classic look

The technology of the bgm PRO CDI is housed in the vehicle-specific ignition coil housing from the time it was built. This means that the beautiful old look for classic Vespa and Lambretta is retained despite modern technology.
Compared to an original IDM CDI, that is Ignition cable can be screwed in. Ideal if the CDI should be positioned differently or simply the ignition cable should be replaced.

CONCLUSION:

The perfect addition to high-torque tuning motors that are supposed to get even better.

Buy tours CDI here

30/06/2021/ Heiko Lepke

How do I adjust a carburetor? Tip set tip

How do you adjust a carburetor? Nozzle sets for DellOrto Mikuni and Keihin

Automatic 2-stroke, Lambretta, moped, News, Vespa, Vespa Smallframe

Adjust the carburetor with the precision part carburetor nozzle

For the Setting the ignition there are now excellent tools like that buzzwangle or Whalethat allow a precise ignition position and make work extremely easy. Adjusting the carburetor, on the other hand, is the most difficult part of tuning a scooter for many.

If setting the air mixture and the idle gas is still child's play, it becomes more time-consuming to determine the correct nozzle sizes for the individual engine setup. Here, the carburetor needles, nozzle assembly, main and auxiliary nozzles interact and, perfectly coordinated, result in a clean setup.

If you choose a nozzle that is too small, the engine runs too lean, gets too hot and major damage is inevitable.
Too large a nozzle and too rich adjustment can lead to engine damage. Quite apart from the fact that the capacity of the engine is not exhausted and working time and money for elaborate tuning literally fizzle out.

How do you adjust a carburetor?

As an example for a Lambretta, we have prepared the PDF, which is described in detail and illustrated, with suggestions for the setup for you.
Free download here: Lambretta carb jetting by Scooter Center

From the tutorial - when does which nozzle come into play?

Precision product carburetor nozzle

DellOrto nozzles, for example, are stamped with a number that refers to the size of the hole. A 100 nozzle has a diameter of 1 mm, a 115 nozzle is 1,15 mm (!!) only a tiny amount 0,15 mm larger!

If you want to be on the safe side here and rely on high-precision tuning, we recommend using the nozzles bgm PRO or KMT to fall back on. These nozzle sets are characterized by

high-precision drilling
minimal tolerances
meticulously precise graduation of the nozzle sizes
easy to read numbers
high quality of workmanship and material
Quality control
including storage box

KMT nozzle sets

bgm PRO nozzle sets

Precision nozzles from bgm PRO or KMT for clean engine tuning

You have invested a lot of love, time and money in your engine tuning. But the most expensive and complex tuning, with the best components, is of little value if the engine does not run smoothly or if a poorly adjusted carburetor does not allow optimal combustion. In order to be able to tune the engine correctly, high-precision carburetor nozzles are a very important prerequisite and make adjustment a lot easier!

Nozzle sets from bgm PRO

Nozzle sets from KMT

Quality assurance bgm PRO carburetor nozzles tested under the microscope

We had the new bgm PRO carburetor nozzles checked at an institute. Here is a glimpse into a 118 nozzle, with a dimension of 1,1779 mm, the bore is in the green area with a deviation of only a thousandth of a millimeter and is therefore OK!

09/06/2021/ Heiko Lepke

Air filter element for Vespa Smallframe SHB carburetor bgm PRO air filter

Smallframe, Vespa

bgm PRO air filter fleece insert for air filter box Vespa Smallframe V50, 50N, PV, ET3

For the Vespa SmallframeModels with DellOrto SHB carburetor we have a high quality Filter fleece from bgm PRO developed. Made in Italia by Marchald.

The new bgm PRO air filter element replaces on all Vespa Smallframe-Motors with sheet metal air filter box use the original wire mesh and can be exchanged 1: 1 easily, quickly and safely.

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

Benefits

Significantly better and finer filtering
Protects the engine as no fragments of the old wire mesh can be sucked in
Also ideal for performance-enhanced engines with increased air requirements
washable
Easy installation

Luftfiltereinsatz_BGM_PRO_by_Marchald_Vespa_V50_NLRS_V50_Special_V90_SS90_PV125_ET3_Dellorto_SHBC_16_19mm_BGM4498

Luftfiltereinsatz_BGM_PRO_by_Marchald_Vespa_V50_NLRS_V50_Special_V90_SS90_PV125_ET3_Dellorto_SHBC_16_19mm_BGM4498_2_

Luftfiltereinsatz_BGM_PRO_by_Marchald_Vespa_V50_NLRS_V50_Special_V90_SS90_PV125_ET3_Dellorto_SHBC_16_19mm_BGM4498_1_

Buy bgm PRO 'wireless' air filter fleece here

Editing

1. The air filter box

The sheet metal air filter box of the Vespa is held together with two split pins. On the back of the air filter box, the ends of the split pins are bent over as a safety device.

2. Remove the split pins and collect the washers

Use suitable pliers to straighten the ends of the two split pins and pull out the split pins. Pay attention to the location of the washers.

3. Remove the cover

The lid can now be easily removed and the original wire mesh, the air filter, becomes visible.

4. W-Lan air filter? Our wireless solution

Simply pull the old wire mesh out of its compartment and clean the air filter box.

Due to aging and vibrations, the original wire air filter has a tendency to break the individual wires. These fragments are then loosely in the air filter box and can be sucked in by the engine.

5. Insert new bgm PRO fleece

After you have cleaned the box well and freed it from the dangerous wire residues, you can now insert the bgm air filter insert into the compartment of the air filter box. Position the fleece in such a way that there is sufficient protrusion for sealing in the direction of the air filter box cover.

When inserting the air filter insert, make sure that the black, coarse part of the filter mat points in the suction direction, i.e. downwards.

6. Close and mount the air filter

Then put the air filter cover back on and secure with the split pins.

When installing the split pins, make sure that a washer is positioned under the head and one under the ends.

Buy bgm PRO 'wireless' air filter fleece here

Vespa Smallframe Vehicles with sheet metal air filter box

18/05/2021/ Heiko Lepke

Air filter element bgm PRO for Motovespa Vespa models from Spain

Largeframe, Largeframe, Vespa, Vespa

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 insert_BGM_PRO_by_Marchald_Motovespa_Largeframe_125_150_160_1960_1978_125N_V60M_125S_V60MS_125N_V101M_150S_V201M_125L_V101M_150L_V202M_150F_V203M_125N_542M_150S_BGM4499_2_

Air filter insert_BGM_PRO_by_Marchald_Motovespa_Largeframe_125_150_160_1960_1978_125N_V60M_125S_V60MS_125N_V101M_150S_V201M_125L_V101M_150L_V202M_150F_V203M_125N_542M_150S_BGM4499_1_

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.

Buy an air filter element for your Motovespa here

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.

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.

11/05/2021/ Heiko Lepke

Vespa sports seat bgm PRO Sport seat

Largeframe, News, Smallframe, Vespa

bgm PRO “Sport” sports bench made by Nisa Italy

We have one based on the very popular Nisa 'Sport 20' bench Sports bench Designed for the classic Vespas in bgm design and had the bench made by the Italian bench manufacturer NISA as a bgm version. The new bgm PRO sports seat is available for Vespa Largeframe and Vespa Smallframe and is available in two versions:

with gray piping Largeframe | Smallframe
with black piping Largeframe | Smallframe

Bench_BGM_PRO_Sport_Vespa_BGM2721N_6

Bench_BGM_PRO_Sport_Vespa_BGM2721N_5

Bench_BGM_PRO_Sport_Vespa_BGM2721N_4

Bench_BGM_PRO_Sport_Vespa_BGM2721N_2

Bench_BGM_PRO_Sport_Vespa_BGM2721N_1

Bench_BGM_PRO_Sport_Vespa_BGM2721N

Bench_BGM_PRO_Sport_Vespa_BGM2721G_9

Bench_BGM_PRO_Sport_Vespa_BGM2721G_8

Bench_BGM_PRO_Sport_Vespa_BGM2721G_7

Bench_BGM_PRO_Sport_Vespa_BGM2721G_6

Bench_BGM_PRO_Sport_Vespa_BGM2721G_5

Bench_BGM_PRO_Sport_Vespa_BGM2721G_4

Bench_BGM_PRO_Sport_Vespa_BGM2721G_3

Bench_BGM_PRO_Sport_Vespa_BGM2721G_2

Bench_BGM_PRO_Sport_Vespa_BGM2721G_1

Bench_BGM_PRO_Sport_Vespa_BGM2721G

Sports bench with an authentic look

The BGM Pro Sport bench has a beautiful Alfatex cover (embossed waffle pattern) on the sides and back and is also available with gray piping. The seat is also provided with a smooth cover with parallel longitudinal seams. For a waterproof surface, these are embossed, not sewn.
The appearance of the BGM Pro Sport is strongly reminiscent of the classic seat humps of the 70s and conveys a cool race flair even when the vehicle is standing.

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

Vespa seat configurator

You can also find the bench in the Scooter Center Bench configurator, take a look at the seat on your Vespa model:

Sports bench suitable for everyday use

In everyday practical use, it is very easy to drive despite its sporty look. The bench has a pleasantly dimensioned foam padding on which even long tours are fun. A nice feature is the completely padded hump. This offers a good grip when riding solo, but can also be used as a pillion seat if necessary.

Order the bench here

Modern magnetic closure

Another intelligent feature is the bank's magnetic lock with an extremely powerful neodymium magnet. The bench can be opened easily with one hand, but still holds better than many classic hook fasteners. The greatest advantage of the magnet technology is that the bench rests on the mounting plate, which is supplied and is firmly screwed to the frame. The magnetic force is so high that the ignorant who try to open the bench, assume that the bench is locked.

Top quality - handmade in Italy

The bench frame is made of impact-resistant and durable ABS plastic. The cover is stapled all the way around and is therefore very securely and permanently attached (in contrast to pure gluing as is otherwise usual). The frame is provided with six rubber pads. So the load is distributed very well over the entire frame and the bench gives a very solid and full seating feeling. The bench hinge is typically very solid and solid and therefore very resilient. In addition, it is screwed and can be exchanged (in the highly unlikely event of a defect).

Available for Vespa Smallframe and Largeframe (Largeframe-Models with a high tank (GS160, SS180, Rally180 / 200 require the flat tank of the Sprint / PX models without an oil tank)

CONCLUSION: Nice flat bench with a great racing look but touring qualities!

Note for the LargeframeVersion and Vespa PX
For PX models only suitable for tank versions with a hinged lid.
Not suitable for Lusso models / vehicles with oil tank.

Order a seat:

with gray piping Largeframe | Smallframe
with black piping Largeframe | Smallframe

10/05/2021/ Heiko Lepke

Carburettor connection rubber bgm PRO for ABA SAFE hose clamps

Automatic 2-stroke, Automatic 4-stroke, Lambretta, Racing, Vespa

New carburetor connection rubbers from bgm PRO

The 12mm wide hose clamps from ABA SAFE have proven themselves in countless long and short distance races and test kilometers.

The ABA Safe ™ clamp uses the elasticity of the suction rubber and protects this relatively soft rubber hose from damage. The tensioning force is increased on the profile beads, there are no sharp edges, which means that the 12mm wide clamps sit tightly without stressing the carburetor connection rubber.

bgm carburetor connection rubbers for 12mm ABA Save clamps carburetor rubbers Vespa & co.

hose clamp_universal_aba_safe_3332629

hose clamp_universal_aba_safe_3332629_1_

hose clamp_universal_aba_safe_3332629_2_

hose clamp_universal_aba_safe_3332629_3_

We have new ones now bgm connection rubbers that are wide enough to neatly accommodate these 12mm wide hose clamps.

Carburettor connection rubbers bgm PRO

Another benefit is that our bgm connecting rubbers from the carburetor to the intake manifold from one very oil and gasoline tolerant material are made.
That makes the carburetor connector rubbers a top reliable and durable part on your scooter.

Available sizes & conversion rubber

28,5 mm Connection rubber carburettor / intake manifold -BGM PRO- AW = 28.5 / 28.5mm
- Polini CP
30 mm Connection rubber carburettor / intake manifold -BGM PRO- AW = 30 / 30mm
- Dellorto PHBL
- MikuniTM 24
35 mm Connection rubber carburettor / intake manifold -BGM PRO- AW = 35 / 35mm
- Dellorto PHBH 28/30
- Dell Orto VHST 24-36
- Dell Orto VHSH 30
- MikuniTM 28
- Mikuni TMX 27/30
- Keihin PWK 28/30
- Polini 28/30
40 mm Connection rubber carburettor / intake manifold -BGM PRO- AW = 40 / 40mm
- Mikuni TMX 32-35
- Keihin PWK 33-35
- Koso 28-34
35 / 40mm Conversion rubber connection between carburettor and intake manifold -BGM PRO- AW = 35 / 40mm
- 35 mm
- 40 mm

Buy bgm carburetor rubbers here

Connection rubber_carburetor intake manifold_BGM_PRO_AW_3030mm_BGM13030

Connection rubber_carburetor intake manifold_BGM_PRO_AW_3030mm_BGM13030_1_

Connection rubber_carburetor intake manifold_BGM_PRO_AW_3535mm_BGM13535

Connection rubber_carburetor intake manifold_BGM_PRO_AW_3535mm_BGM13535_1_

Connection rubber_carburetor intake manifold_BGM_PRO_AW_3540mm_BGM13540

Connection rubber_carburetor intake manifold_BGM_PRO_AW_3540mm_BGM13540_1_

Connection rubber_carburetor intake manifold_BGM_PRO_AW_4040mm_BGM14040

Connection rubber_carburetor intake manifold_BGM_PRO_AW_4040mm_BGM14040_1_

Connection rubber_carburetor intake manifold_BGM_PRO_AW_4040mm_BGM14040_2_

Tips:

Carburetor and intake manifold should be thoroughly degreased before assembly.
The 12mm ABA SAFE hose clamps should also not be over tightened.

26/04/2021/ Heiko Lepke

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

Test variator Vespa GTS variator bgm PRO V2

Modern Vespa, Vespa

The bgm PRO V2 variator for Vespa GTS in the test

Our bgm PRO Vario for the Vespa GTS models very popular. In this beautiful video Marc von tests Scooteria the bgm PRO V2 variator on his Vespa GTS.

“A cheap and effective tuning measure for all Vespa Gts 300 drivers. I compare it with the performance of the series variator of the Vespa Gts 300 in the city, on the country road and the motorway. "Marc, Scooteria

Conclusion of the test

Sportier: faster and higher in the speed range
Much higher speeds
Greatly improved acceleration
Much more aggressive driving performance
Without annoying noises
+5 km / h top speed 125 km / h according to GPS with 13 "rims without disc

Buy the bgm PRO Vario-Kit here

Video variator test

BGM Pro V2 Sport Variomatic Test Vespa Gts 300

vespa-gts-performance-comparison

vespa-gts-bgm-polini-performance-comparison

21/04/2021/ Heiko Lepke

Installation & assembly: the instructions for the Vespa GTS Variomatik bgm PRO

Modern Vespa, Vespa

How do I install the bgm PRO variator on a Vespa GTS?

Installation of the bgm PRO V2 variator in the Vespa Gts 300 hpe Supertech. Marc from Scooteria is at Cafe Racer 69 and Micha from the Cafe Racer 69 team explains very sympathetically and in detail in 25 minutes what needs to be considered when installing a Vario.

There are also tips, such as using the bgm Vario on your new GTS to use the old one GTS vario cover can drive, which many find more beautiful.

Buy the bgm PRO Vario-Kit here

Variomatic test

You are not sure yet? In this video Marc tests the variator in detail and shows the effect of the bgm PRO Sportvario in a driving test.

Video installation instructions Varioamtik Vespa GTS bgm PRO

BGM Pro Variomatik Vespa Gts 300 – installation

21/04/2021/ Heiko Lepke

Vespa GL GT GTR TS Sprint seat configurator

CONFIGURATOR Vespa GL GT GTR TS Sprint seat

Configurator, Largeframe, Vespa, Vespa Largeframe

16/04/2021/ Heiko Lepke

Platónika - How to build a complete new Vespa

Platónika all parts - the ultimate wishlist

Largeframe, News, Platonica, Vespa

Platónika Vespa bgm project

All the adventures of completely rebuilding a Vespa PX (LML) are here by Maryzabel with everyone Secrets in photos and Videos tells.

Of course, Maryzabel uses the Scooter Center High-bay warehouse with over 40.000 parts and installed everything that Scooter Center especially with its brands bgm & MOTO NOSTRA has to offer. Are you curious about it?

1 The Wishlist – Project PLATÓNIKA Vespa px bgm 177

Here you will find a complete list of all the parts that a platonic love would need, each part individually or as a finished wishlist in the shop, loading in the shop takes a moment longer than usual because there are a lot of parts but patience is worth it.

To the list in the shop

All Vespa parts from the Platónika project:

Schriftzug Beinschild -VESPA- Vespa - Vespa PX Lusso (ab Bj. 1984), Vespa T5 125cc (ab Bj. 1985)

Badge leg shield -VESPA- Vespa - Vespa PX Lusso (from 1984), Vespa T5 125cc (from 1985)

Manufacturer: Piaggio

SKU: 1050019

Immediately available, can also be picked up in the shop

€ 5,59 *

Posts

Part 5 for stage 4

New Line

Posch Nessi

Posch Racing Resi

Lakers

The first attempts are made with the Elron

Polini box

JL left hand / JL performance

Scooter and Service Newline

Nessie

Racing Resi

Lakers

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

Cylinder cooling hood for the long M244 Quattrini

TEST ELRON

TEST POLINI BOX

Test Scooter and Service NEWLINE

Test Posch Nessie

Test Posch Racing Resi

Kingwelle Lakers test

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

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

TEST POLINI BOX

TEST FALKR ELRON

TEST JL PERFORMANCE

TEST NEWLINE SCOOTER & SERVICE

TEST POSCH PERFORMANCE NESSIE

TEST POSCH PERFORMANCE RACING RESI

TEST LAKERS KINGWAVE

Overview test run 1 Quattrini M244 exhaust systems

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

The story of the Quattrini cylinder

200 test runs on our test bench

To select the parts:

Concept and test plan

Assembling the engine

Dream team: Malossi | bgm PRO | Kingwelle | Quattrini

Wandering Malossi engine cases

The gear

Assemble the Malossi motor housing

bgm PRO Superstrong clutch & King shaft

Assembly of further components

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

Check crush dimension

The new Quattrini engine on the test bench

Chasing records with the Lambretta on the salt slope

Todd Rogers Lambretta Club USA

The right tires

World of Speed ​​the film for a record attempt

The 100mph record in Bonneville with the Lambretta

With heart and soul Trailer Bonneville

bgm PRO touring CDI for IDM retrofit ignitions

Our solution for IDM CDIs in touring engines

Advantages of our bgm PRO CDI for IDM in tour setup

More efficient

Modern technology in a classic look

CONCLUSION:

Adjust the carburetor with the precision part carburetor nozzle

How do you adjust a carburetor?

Precision product carburetor nozzle

Precision nozzles from bgm PRO or KMT for clean engine tuning

Nozzle sets from bgm PRO

Nozzle sets from KMT

Quality assurance bgm PRO carburetor nozzles tested under the microscope

bgm PRO air filter fleece insert for air filter box Vespa Smallframe V50, 50N, PV, ET3

Benefits

Editing

1. The air filter box

2. Remove the split pins and collect the washers

3. Remove the cover

4. W-Lan air filter? Our wireless solution

5. Insert new bgm PRO fleece

6. Close and mount the air filter

Vespa Smallframe Vehicles with sheet metal air filter box

Air filter insert BGM for Motovespa air filters

Air filter fleece bgm PRO for Motovespa Largeframe

Installation instructions air filter element Motovespa

Open and remove the air filter box

The Motovespa air filter

World of Speed the film for a record attempt

Vespa Largeframe 2300g, large cone, M12 (1978-) - PX, Cosa, LML 125/150 2-stroke
(Article: BGM8025RT)

Vespa Largeframe 2300g, small cone, M11 (1957-1977) - Sprint, GT, GTR, Super, GL, VNA, VBA, VNB, VBB, Motovespa 125/150 S / N / L
(Article: BGM8032RT)

Vespa Smallframe 1600g, small cone, M10 - V50, 50N, Spezial, SR50, Sprinter, SS50, SS90, V90, 90 Racer, V100, ET3, PV, PK S
(Article: BGM8033RT)

Vespa Smallframe 1600g, large cone, M12 - PK XL / XL2, PK FL2, PK HP, PK125 ETS, Motovespa PK75 XL (96M / 104M), PK75 FL (127M / 128M)
(Article: BGM8034RT)