Scootering also wanted ours Scooter Center Sei Giorni take a closer look. You can read a report about the Scootering Road Test in current Scootering magazine.
Report of Motoretta through our SeiGiorni View Custom here.
The scootering also wanted to have a closer look at our Scooter Center Sei Giorni. You can read a report about the Scootering Road Test in the current Scootering Magazine.
Report of the Motoretta about our SeiGiorni Custom here.
The Scooter Center bgm Lambretta Test bikes are on the road for you nationally and internationally and are always ready for a test drive.
Take the opportunity and test the bgm RT225 cylinder in combination with the bgm Clubman V4 exhaust !
The bgm chassis, Gas pressure shock absorbers front & rear and the bgm disc brake are the components for perfect driving pleasure!
After the orange-metal flake racer of the Scooter Centers Cologne slumbered for half an eternity in the shop's sales and showroom, it has recently been severely disturbed in its deep sleep. In addition to photo shoots for the flyer for the Sprint Race Marl and for the new Lambretta catalog, it was also exhibited at various international custom shows such as Ried and Antwerp as well as at CSR racing events on the Nürburgring.
The Arthur Francis lettering is very often used as a reference to give the baby a name. But the well-known and quite spectacular, almost dramatic story of the scooter has little to do with the name Arthur Francis.
Instead, it is above all the names Lambretta Concessionaires UK and the then very renowned lubricant manufacturer Filtrate, on whose initiative the racer can be traced back.
In September 1965, for example, those responsible at Filtrate asked Ernie Hall whether he could convert a Lambretta for world record attempts. Together with Bob 'Beard' Webb, another tuning great, he got going shortly after this meeting. The duo is provided with a fresh Lambretta GT 200, which is subjected to radical tuning in all areas. In addition to the quite obvious optical changes, there are many radicalizations of details and quite complex engine tuning. This goes far beyond the first-mentioned measures such as increasing the pre-compression by converting to a full-cheek shaft, a whale Phillips fuel injector and a racing exhaust.
The record set by Don Noys on Lambretta in Elvington in October 1965 with 82.08 mph (131,328 km / h) was to be attacked.
After a real show of strength by the tuner duo, a press conference is announced for November 1965, at which the record breaker will be presented.
In the run-up to the press conference, a competition for which 67 women are applying is running, according to the motto 'England is looking for the super pilot'. Including a grandmother who is convinced that she has the potential to chase sprint records. The selection criteria are enthusiasm and driving experience. The GT 200, transformed into a mini projectile, fits perfectly with the physique of the twelve young women who made it onto the shortlist. With regard to the assessment of whether the mini skirts go just as well with the photo shoot on the Racer, should be very much in the eye of the beholder. The 22-year-old taxi driver from Bristol, Marlene Parker wins the race. Her trademark should soon be the skin-tight, white leather suit.
The first run planned for November in Snetterton was unfortunately canceled due to snowfall, so that the scooter had to survive its baptism of fire in Italy.
Before the 39th Milan Motor Show the Monza racetrack was booked for record drives on December 2, 1965.
Despite the aerodynamically extremely favorable full fairing and despite the extremely low combat weight, Marlene's scooter does not really get going due to carburetor problems. The 'official' timekeeping is also chaotic. From a motorsport point of view, the trip is a disaster. According to Bob Wilkinson from the Lambretta Concessionaires, the test phase, which was far too short without any run away from the workshop and the high time pressure, was to blame. Marlene has her potential not only to delight in white leather, but can still prove it in Monza. With a borrowed scooter, she was able to break the Italian national record with 17.6 seconds for the standing quartermile.
If the trip from Filtrate to Italy was a sporting disaster, it was a real triumphal procession from a PR point of view. Press and camera teams surround the booth at the motor show and are blown away by Ms. Parker. The name Filtrate is known throughout Italy and Marlene is celebrated for her charm, wit and quick-wittedness in addition to her work in leather.
The inflatable elephants with which the Lambro 550 is advertised are no longer fully effective in addition to this hustle and bustle. Filtrates and the Lambretta Con. issue the following press release: "Yesterday (December 3, 1965), Marlene Parker from Bristol drove a Lambretta GT 200 to maximum speed. The quarter mile was covered at a speed of 82,296 km / h.“This achievement was recognized by the Lambretta Club Italy with a bouquet of flowers and a gold medal.
Back in England, the rest of the winter was used to get the engine going and to further reduce the weight. In the spring of 1966 Marlene was offered a contract to attack the world record on the standing ¼ mile, the complete mile and over a kilometer in the class up to 250 cc. Unfortunately, the appointment in April does not come and the team around Ms. Parker is quiet.
On May 13, 1966, Garnett Keeler, the press officer of the Lambretta Trojan Group, issued a statement that the now "JET" racer would break the world records with a potential top speed of 125 mph.
In 1967 the scooter lost track. Several years later it appears in the Mike Karlslake collection in its current paintwork and with a few documents. After Mike's death and the subsequent auction of this unique Lambretta collection, Marlene's Roller found its way to Germany and finally to Scooter Center to Cologne (Bergheim).
A real Vespa Sei Giorni -> Vespa model history is one of the most sought-after collector's items. But what about one Vespa Six Days on yourself?
In 1951 the Vespa factory racing team “Piaggio Squadra Corse” caused a sensation during a race. The “Sei Giorni Internationale” took place from 18.-23. September 1951 in Varese, in the hinterland of Lake Maggiore / Italy. It was one of the toughest and most important competitions of its time, with 220 participants covering several hundred kilometers in rough terrain.
This six-day reliability race is still known today as the “International Six Days” Enduro ”. The first race was in England in 1913 and demanded everything from the daring driver and the racing machine, especially when you consider that the Vespa has only been around for 5 years.
For this race only, Piaggio modified a small edition of 300 125cc Vespa models. The “Piaggio Squadra Corse” started with 10 of these vehicles. But what should the small Vespas be able to do against cross motorcycles specially built for this competition?
Surprisingly for everyone, the works team from Piaggio (drivers: Biasci, Cau, Crabs, Mazzoncini, Merlo, Nesti, Opesso, Riva, Romano, Vivaldi) won over full-blown off-road motorcycles on the Vespa: 9 of the 10 drivers received a gold medal. The Vespa 125 “Sei Giorni” also won the Italian Motorcycle Association's award for this achievement in 1951, in which three pilots Giuseppe Cau, Miro Riva and Bruno Romano stole the show with the Italian Vespa models.
Visually, that was Vespa "Be Giorni" hardly distinguishable from the production model. For example, more tank volume, improved aerodynamics in the leg shield area and a larger engine cover were the main distinguishing features.
As we did in 2016 live from the two-wheeler fair EICMA report, there is from Piaggio, as a reminder of this legendary success, a special model, the Vespa Sei Giorni 300.
Since this Eicma in 2016 there has been an idea for a new one Scooter Center Demonstrator that connects the modern automatic Vespa with the classic Vespa. Just as we do with our product range - ours Vespa shop you get everything for your Vespa - whether it's an old model or a new scooter!
We felt inspired by the new edition to implement our own idea of a “modern” Vespa Sei Giorni. Alex Stroh (right) and Frank Winkel (left) are the people behind our new one Vespa SeiGiorni scooter center.
Our new Vespa demonstrator began life as a normal, slightly damaged Vespa GTV. When it fell onto the street and then into our hands, she probably didn't realize what we were going to do with her.
In the beginning there was construction foam ... Viiieeeellll construction foam! But we got that under control quickly ...
But if you think now that we have just artfully filled the construction foam ...
Of course, that was only the template for Mathias Laubsch from the sheet metal works in Neuss http://www.blechwerk.com/ who has now masterfully implemented our template in BLECH .
For the characteristic “nose” we built in a repair sheet that is normally used on a Vespa VNA-VNB. “Only” the indicators and the hole under the taillight were welded shut and then the SeiGiorni went to the painter ...
All plastic parts were given a silver base coat so that when you patinated you landed on “sheet metal” and not on disdainful plastic.
Then all sheet metal and plastic parts were first painted in the characteristic deep red primer that was used in the 50s, then a second primer in gray - before finally the red paint was applied, which is based on the racing paintwork of the first Piaggio racing models.
The bench frame was "made up" in our workshop and then by the bench doctor Holger http://www.sitzbankdoktor.de/ to hand over. He sacrificed his old leather jacket and made the perfect bench for the SeiGiorni.
The handlebar was exchanged for a Fehling M handlebar.
In order to obtain the desired patina, the files and sandpaper were allowed to work!
It is best to take a look at vespa live, there are many other small and large details.
We are at many events with the Vespa. Starting with our big custom show in Cologne or the Vespa world record in Wesseling. We are currently with the scooter on the Vespa ALp Days in Zell am See / Austria. Frank Winkel will be happy to tell you on site how he conjured up the “SC Sei Giorni” from a “normal” GTV.
Otherwise, our latest treasure is also in our shop on Kurt-Schumacher-Str. in 50129 Bergheim-Glessen. See you!
The Vespa Sei Giorni is among the most sought-after collectors items. A. Vespa Six Days, but what's it all about?
In 1951 the Vespa company's racing team “Piaggio Squadra Corse” gained massive attention during a race. The “Sei Giorni Internationale” took place from the 18th to the 23rd Septemper 1951 in Varese, in the hinterland of Lake Maggiore in Italy. It was one of the hardest and most important competitions of that time: 220 participants riding over several kilometers in an off-road environment.
Still today this six days reliability trial is known as “International Six Days Enduro”. The first race took place in England in 1913, a test of the limits of both daring racers and machines. And in 1951 the Vespa was just 5 years old!
For this race Piaggio modified a small part of three hundred 125cc Vespa models. The racing team “Piaggio Squadra Corse” participated with these ten scooters. But how could the small Vespas, specially built for this race, compete against motocross motorbikes?
Surprisingly the Piaggio company's racing team (racers: Biasci, Cau, Crabs, Mazzoncini, Merlo, Nesti, Opesso, Riva, Romano, Vivaldi) won the competition with their Vespas, outdoing the offroad motorbikes: 9 out of 10 racers got a gold medal . In 1951, for this top performance the Vespa 125 “Sei Giorni” also won the prize of the Italian motorcycling federation and with their Italian Vespa models the three racers Giuseppe Cau, Miro Riva and Bruno Romano stole the limelight from all other racers.
The Vespa "Sei Giorni" was optically very similar to the series model. The main differences which were visible for instance more tank volume, improved aerodynamics of the leg shield and a bigger engine cover.
As we reported from the motorcycle show Eicma in 2016, in memory of this legendary success, Piaggio released a special edition: the Vespa Sei Giorni 300.
After the Eicma morotcycle show 2016, we got the idea of creating a new Scooter Center demonstrator which represents a fusion of the automatic Vespa and the classic Vespa. Just like us Vespa shop where you can just find everything you need for your modern or vintage Vespa.
We were inspired by this new model and wanted to release our own “modern” Vespa Sei Giorni. Alex Stroh (right) and Frank Winkel (left) worked on the project of our new Scooter Center Vespa Six Days.
Our new Vespa demonstrator was a normal, slightly accident-damaged Vespa GTV…
The filled building foam was just a model for Mathias Laubsch from Blechwerk in Neuss, http://www.blechwerk.com/, who brilliantly transformed it into metal sheet.
For the typical “nose” we mounted a horn cover which is normally used on a Vespa VNA-VNB. We “just” welded the indicators and the hole under the tail light and Vespa Sei Giorni was brought to the painter ...
All plastic parts got a silver coating so that patinated could be made on “metal sheet” and not on bare plastic.
Then, all metal and plastic parts were painted with a deep red coating which was used in the 50s and then again with a second coating in gray before being painted eventually with the red varnish which recalls the typical coating of the first Piaggio race models.
The seat frame was made in our workshop and given to the seat specialist Holger http://www.sitzbankdoktor.de/ who sacrificed his old leather jacket and made the perfect seat for the Sei Giorni.
The handle bar was replaced with an M-shaped handle bar by Fehling.
In order to get the patina effect we used files and sandpaper!
Want to admire our customized Vespa Sei Giorni live? Then cume and visit us in our store in Kurt-Schumacher-Str. 1 in 50129 Bergheim-Glessen, Germany.
To the international Scooter Center custom show friends from Italy also came. The team from the Rimini Lambretta Center brought us our new Lambretta Scooter Center / bgm – demonstrator.
You don't see twice - there are two demonstrator Lambrettas. A Lambretta in Orange Metallic from Rimini Lambretta Center, which is partially equipped with Casa Performance parts, and our demonstrator in neon red with all bgm products.
It is about a Lambretta Vijay Super Mk2, which has a rotating fender. http://www.scooterrestorations.com/lambretta/turning-front-mudguard-vijay-super-mkii/
We think the team around Dean Orton has done a great job here and our favorite lacquer virtuoso Pfeili shows off all his skills. In case you missed the scooter at the show: we have a few pictures for you:
You can find all pictures, videos and winners of the Customshow 2017 here Scooter Custom Show 2017.
This month our celebrates Shop demonstrator Date of birth. The GENERATION XI was created for our twentieth birthday. In the meantime, the Vespa Primavera ET3 - in its second life - is already 2 years old! How the time flies…
Come visit us and celebrate with us. We will soon be here with Generation XI, for example:
Only 2 years old and already a fully grown custom scooter! Because our GENERATION XI will no longer grow: the size depends on the design - it's a Vespa Smallframe (Vespa Primavera ET3) and they are just a bit smaller ;-)
But appearances are deceptive - actually it is Scooter Center Shop demonstrator a really big one. In this case both outer and inner values count, but see for yourself:
For our 20 year old we wanted to set up a special project. Until the beginning of January there was only the idea as such and no concrete ideas what exactly it should be for a scooter. It is only clear until the Custom Show in Ried / Austria The scooter should be ready on February 25.02.2012th, XNUMX. So a very sporty time limit to build a complete custom scooter from ZERO.
The starting shot was that Monday 09.01.2012
We chose a roadworthy one Vespa Primavera ET3 decided as a basis. The beauty was completely dismantled…. 
.... and after successful slaughter, the frame and all sheet metal attachments are sandblasted. The footplate and the frame tunnel are cause for concern, because only after sandblasting can you see how much sheet metal is left.
As long as the frame is sandblasting, you can worry about the “rest”. Hopefully enough of the frame remains :-). Since the direction of travel in this project is “Racer”, there is one disc brake inevitable. Maybe even front and back?
In order to be able to install a disc brake at the front, we need one PK-XL fork .
The original ET3 fork does not allow such a conversion. Apart from that, we also have something in preparation for the PK shock absorber.
For the motor, we opted for a complete CNC housing from Gernot Penn, who with his label GP One offers beautiful CNC parts for the Vespa driver. The engine case is intended for one Polini Evo cylinder and Polini Evo crankshaft be manufactured to match.
Friday 13.01.2012
Actually not a good date to pick up a frame from sandblasting. Fortunately and despite all fears, a lot of valuable Vespa sheet metal is left over after sandblasting. Of course, the elderly Italian lady reveals one or two dents after the over 30 year old paint is removed.
All in all, nothing serious.
Dirk, master of stripping pliers and body file, takes care of the sheet metal work.
Monday 16.01.2012
Today we'll take them Bremsanlage in attack ... In order for the PK fork to stand properly in our frame, the fork must be processed. Without a corresponding processing, a “chopper chassis” would be obtained, because the PK fork in the lower area, i.e. the dimension from the lower bearing shell to the wheel center, is longer than with the V50 / ET3 forks.
To do this, we send the fork to Würselen, to the yellow company. There the lower bearing seat on our fork is turned off by 10mm and the steering tube is shortened by 25mm. Armin has experience with conversions of this kind and will do this work for us. The matter is of course subject to a certain deadline pressure, as the parts all have to go to the painter.
A separate wheel hub must be manufactured for the planned rear disc brake. To do this, we first have a sample made for the main shaft toothing - it sounds easier than it is now ... :-)
The pattern is produced by his racing driver team colleague Dennis using wire erosion. At this point we would like to express our big thanks to “Denni” because he is always the one who, when things have to be quick and parts have to be finished “by yesterday”, is absolutely conscientious, reliable and very quick to handle such “ Little things ”.
.... and it fits too.
The front disc brake should be operated fully hydraulically. To do this, it is necessary to attach a brake pump to the handlebar.
In our case, we'll choose one AJP brake pump with an 11mm piston.
For this will be suitable Brake pump adapter which, however, make reworking the handlebars unavoidable. Together with one Grimeca brake caliper With a 30mm piston, you should be able to achieve good braking performance with a pleasantly soft pressure point.
Here you can just see the adapter from below the handlebar installed, the original brake cable holder must be removed for installation:
You have to invest a few minutes in order for the adapter to fit into the recording as shown here.
All the better when everything goes well together afterwards.
Tuesday 17.01.2012
In the meantime we have received a message from Austria that the motor housings are in production.
Frame strut
So that our racer always stays on track during fast load changes and strong braking maneuvers, he gets a frame strut on which the later steering damper is mounted.
The double tube strut is attached directly to the head tube. A support on the thin sheet of the Frame tunnel Experience has shown that it does not last long and can tear off during heavy braking maneuvers. The struts are guided into the frame at the side below the seat bench nose and intercepted inside the frame with a cross strut.
For the steering damper, we attach a spacer nut to the left strut.
Weld everything briefly and then the strut is in place.
Wednesday 18.01.2012
Today the rims go for high gloss compression. At the moment you are still clad in Piaggio gray.
Thursday 19.01.2012
The fork is finally back. In order to accommodate the 11 ″ rims and to compensate for the resulting track offset of 8mm, we have to twist the fork slightly before welding it together. All parts are first put together dry to measure how far the fork / rocker has to be turned.
By turning the fork slightly, the shock absorber mount moves outward so far that the fender no longer fits. But more about that later, first the fork is welded. The fork is welded in layers together with the inserted sleeve, which is intended to reinforce the separation point.
After welding, the seam is smoothed and plastered.
Now for the fender, so that the PK shock absorber with its mount still fits under the fender, it must be widened. First the fender is separated. Then it is widened by approx. 10mm with sheet metal.
The whole thing is then made pretty and adapted to the fork. As you can see in the side view, the fender is unfortunately now attached to the frame. With something gentle persuasion but it all fits in the end ...
Friday 20.01.2012
By turning off the fork, the lower steering stop falls away. Of course, it has to be replaced again. Drawing the right position in the frame is a bit difficult.
Then the steering stop is welded on.
The ET3 originally has an ignition lock, since in the end we only use a kill switch, the hole in the steering head disturbs. Since we want to install a Fastflow fuel tap with a reserve indicator, the space that has become available is ideal for the indicator light of the reserve indicator. After the lock opening to be welded, the handlebars must be smoothed again and a suitable cutout for the indicator light be made.
Now that all the work on the parts to be painted has been done, the preparation for painting begins. The scooter should get its color scheme at Pfeil Design in Austria. But before the frame and the add-on parts are sent to the neighboring country for painting, the frame is filled and primed here on site.
Monday 23.01.2012
The frame and the attachments are primed and filled.
All the glory is packed in a wooden box and prepared for shipping to Austria.
Bon voyage!
Gernot just wrote that the motor housings are on their way ...
The Falc suction device that we want to use for the Polini Evo has already arrived.
Tuesday 24.01.2012
The rims are back from the high gloss compression :-)
The engine case has also arrived :-) It's really tough stuff ..
So that the rear wheel can also be braked hydraulically, I have to briefly tinker with a partial hydraulic system. Ingredients are the original brake pedal and the Brake cylinder of a TPH 125.
Looks like it even works :-)
Thursday 02.02.2012
Now that all the parts are at the painter, you can focus on the engine.
The racer should be driven on the road and over longer circuits.
That's why we put together a corresponding gearbox.
So that you don't always have the handlebars in your face during the expected performance when accelerating, i.e. the front wheel leaves the road, we take it Gear 1 and 2 from the DRT range to extend the two aisles.
Gears 3 and 4 remain original on the main shaft. The fully equipped main shaft is fitted with a DRT “Runner” countershaft combined, which in turn shortens gears 3 and 4. This allows you to get closer gear steps, which has a positive effect on the acceleration behavior of our racer and almost certainly leads to a big grin under the ' Helmet .
We also rely on one for the shift claw DRT execution
those of a reinforced switch spring is kept in check.
There are many different tools and measures to install the switch spring, we simply use a long SW5 socket from the Ratchet box.
So that you know where to put your thumb on it the next time you change claws Switching balls do not say goodbye to the earth's orbit, let's simply mark the installation position without further ado.
When assembling the gear wheels you should always check the correct installation position.
When all the gear wheels are threaded, that's it Set game.
With new ones Shoulder rings you can choose the game closer, because the shoulder rings still run in on the first few kilometers. Experience has shown that an installation dimension of 0,05mm-0,10mm is sufficient.
Monday 06.02.2012
And it goes on ...
Today the motor housing tries on the disc brake ...
First impressions from the test drives with our Sprinter scooter "Scooter Center Twin ”2-cylinder in August 2008:
So that our twin can bring its power to the road, we had to think again about a motor housing that can withstand the torque of more than 50Nm.
Here are a few pictures in advance, but the case is unfortunately not yet completely finished.
First of all, massive frames made of 10mm thick material were made, which were placed around the housing and the vario cover.
