Posts
In the fourth part of our little blog series we make the following changes to our test engine:
The cylinder is attached at the foot with two 1mm Spacers increased by a further 2mm compared to level 0.5. This changes the steering angle of the transfer channels from 124° to 126°. The outlet is adjusted to a control angle of 190° by milling. To do this, the outlet in the cylinder was raised by 1.8mm. The outlet width remains unchanged at 57%.
The first attempts are made with the Elron
A little more nervous exhaust systems would show a clear shift in the direction of performance with the changes made, but the Elron is almost unimpressed by the specifications of the cylinder and retains control over the characteristics of the engine. A slight increase in the maximum values after the decimal point only indicates that the Elron has noticed that the cylinder is sending a clearer signal through the exhaust. However, the maximum torque remains at the same level as in the first construction stage.
The available speed range is reduced by 500 rpm to 3540 rpm.
Polini box
As a box exhaust, the Polini exhaust system reacts more as expected. Similar to the Elron, the can from Italy only shows small reactions. The lower effective compression makes the curve dip a bit in the rise between 4000 rpm and 6200 rpm. The system converts the slightly increased time cross-section at the outlet window with a gain of just over one horsepower at peak.
The maximum torque remains the same at 35.2Nm and is only shifted by a few hundred revolutions in the direction of higher speeds.
With a bandwidth of 3800 revolutions, the Polini system is slightly behind stage 2, but this test shows that the box does not necessarily prefer the very small steering angle. In a direct comparison to stage 1, the bandwidth and maximum values have increased significantly.
JL left hand / JL performance
Our test subject had a short break in the previous construction stage due to appointments away from home; but now plays again in the third construction stage. So here is the comparison between levels 1 and 2.
This also shows how clearly an exhaust can behave when it is operated from other steering angles. The JL, which is considered good-natured, turns out to be a very approachable partner in the search for performance.
At the top, the JL provides almost five and a half more horses and climbs over the 36PS line in the graph. The torque remains at 32.6Nm at the same level as in the first attempt. However, the torque extends over a much wider range - beyond 7000rpm. The performance peak is reached with 36.4PS at 8400rpm. The JL falls below the 25 HP line considered in the bandwidth only beyond 9600 rpm and can therefore not be described as a lazy speed. In general, the graph shifts significantly in the direction of higher speeds. With a bandwidth of only 3400 revolutions, the JL even lags behind the Elron and brings up the rear in terms of bandwidth in this construction stage.
Scooter and Service Newline
The edgy powerhouse from the north feels really comfortable in this expansion stage and takes two best values with it.
There are no notable changes in the rise in the newline, but it does quite a bit due to the larger advance angle in the engine speed range. With 37.3Nm, it takes the top position in terms of torque in the third construction stage. The available speed range is narrower compared to the previous tests, but here too the Newline achieves a range of 4000 revolutions. With these values, considerations germinate after a longer primary with 24-60 ...
Nessie
Like the Elron, the sea monster from Posch Performance is not quite sure what to do with the changed control angles. Maximum torque remains the same and peak power increases by one horsepower. While the Nessie was still way ahead in level 1 with 4300 rpm in terms of bandwidth, the available speed range in level three is a bit on the dip station and is in the upper midfield with 3700 rpm.
Racing Resi
The Racing Resi taste the changes better. Rather devoted to the higher control angles, the Resi develops one more horsepower at the top and adds torque, which hardly affects the bandwidth on the 25hp line. In absolute terms, the Resi holds the position of the highest peak power with 38.9 hp in this level. We are slowly approaching the 40hp mark with the expansion stages.
Lakers
With 126° to 190°, the Lakers are not yet playing in their comfort zone. Although it also clearly converts the changed control angles into performance. With 38.4 hp at the top, it is only just behind the Resi. With a speed range of 3700 rpm, which already extends to 10.100 rpm, the Lakers shows where the journey can go with suitable peripherals.
Here is an overview of the results. Best values are highlighted in green.
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 ...
Quattrini M244 king shaft - the super tourer in the first expansion stage "Plug & Play" M244_1
This is part 2 of this Quattrini M244 - Series. In this first construction stage, M244_1, we have the M244 without any further changes, only with spacers on the cylinder head and the cylinder base our engine eingerichtet.
We have entered the resulting control angles in the list for the test plan.
In terms of design, this setup is in the middle of the range of expansion stages.
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 from Scooters and Service from Hamburg already delivers its maximum power of 6300PS at 32rpm. Even if the playing field doesn't quite fit the Newline, which would like to see a little more steering angle, the manual work from Hamburg delivers a remarkable 6000Nm already at 36rpm. The torque beast in this expansion stage
TEST POSCH PERFORMANCE NESSIE
As the first representative of the "Performance" department, we let Nessie from Posch Performance work on the M244.
Test bench diagram NESSIE - POSCH exhaust on Quattrini as PDF: M244_1_POSCH_NESSIE
Until just before 6500rpm, the world is pretty fine for the Nessie. Then the curve takes a course that suggests that the Nessie would like to see significantly more outlet angles.
Nevertheless, the Nessie with 34.8Nm at approx. 6000 rpm can be counted among the clearly high-torque systems.
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 ...
Vespa Quattrini M244 engine 252ccm - from super tourers to top racers
The story of the Quattrini cylinder
Towards the end of 2015, rumors grew that Max Quatrini launches a potent cylinder for the PX200.
The time has come at the beginning of 2016. The M232 and the big brother M244 are available on the market.
A construction that took some getting used to seemed to follow the concept, a cylinder with a maximum bore of 72mm in the M244 and without a supporting cylinder base.
Due to the design of the crankshaft by Quattrini, with a connecting rod of 126mm, which is rather long for the Vespa engines, the piston does not work so deep in the engine housing and therefore does not need a long, classic cylinder base.
Today, in 2021, the cylinder is enjoying increasing popularity due to its very high torque values and the smooth-running design thanks to the long connecting rod of the Quattrini crankshaft.
Reason enough for us to build an engine with it and play through many possible scenarios for you and see what comes out of it. We have tested exhaust systems and carburettors for you in various stages of expansion.
In the delivery note attached here for our technology department, you will find all the components that we have used for this engine and that, in our opinion, function permanently with this concept.
200 test runs on our test bench
In total, we have over 200 test runs with the Quattrini M244 Completed on our P4 test bench with various engine expansion stages. We have more than 50km measured runs documented and almost 20 liters of fuel burned.
We would like to share the experiences gained from this test with you in this blog series.
To select the parts:
The expected high torques of the M244 speak in any case for a reinforced motor housing.
The experience from many kilometers on the road with our own scooters has taught us that engines in the range from 22 to 25 HP can be implemented as "durable" in conjunction with a Piaggio engine housing.
Our M244 Quattrini cylinder but should be expanded a bit in the course of the test. This is why the choice here is a motor housing from Malossi with membrane inlet.
An Displacement of over 220ccm at erhigher engine speed, can no longer be supplied with sufficient fresh gas via a classic rotary valve on the narrow Vespa crankshaft. That's why we choose this Malossi motor housing with membrane control .
To make the fuel mixture we have one Polini 30mm carburetor used. In this experiment he stands for one Carburettor with 30mm bore. In the course of the tests, we also tried a PHBH30 in a counter-test. We will present the result of this in the following part of this blog series.
On the topic crankshaft we trust king wave. Here we find exactly what we are looking for to build a high-torque, smooth-running and durable engine.
The choice falls on one king wave with 62mm stroke and 128mm connecting rod. Due to the 2mm longer connecting rod and increased stroke, we have the opportunity to work with the control angles by moving the cylinder using spacers on the cylinder head and the cylinder base in the stroke direction. The longer connecting rod in connection with the weighty crankshaft also brings a significant plus in smoothness.
The stroke of 62mm results Cubic capacity 252,4ccm - already very promising to build a torque-oriented engine.
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 to what extent we can sensibly set up the cylinder with spacers and work on the outlet in later stages of expansion.
After measuring back and forth a bit, we decide to start from the middle position of the control angle with one Transfer angle of 124 ° and a Outlet angle of 177 °.
Assembling the engine
Dream team: Malossi | bgm PRO | Kingwelle | Quattrini
The factory new Malossi motor housing will be finished by king wave for the crankshaft with 62mm stroke and the enlarged diameter of the crank webs with 99,4mm. The bearing seat for the bearing on the alternator side is also checked and reworked in individual cases, as the bearing seat is manufactured by Malossi with a very tight tolerance.
We also offer the completely machined housing with a high-quality crankshaft from Kingwelle as a set. We use the set for this engine KWM46228.
The one attached by Malossi Bearing Kingwelle does not recommend 6205 for the alternator side. We follow Kingwelle's recommendation and use a here NU205.
Before inserting the bearings, we process the motor housing and adapt the cylinder and the overcurrent ducts to each other. On a Piaggio engine case, this tends to degenerate into an evening event. The Malossi housing is already designed for the channels of the Malossi Sport and MHR cylinders and requires little rework for the Quattrini M244. Most of the work goes into removing the sealing surface on the cylinder base, which allows the M244 to be used on Piaggio engine housings.
Adjusting the transfer channels to the motor housing is done quite easily. The cylinder base seal shows how little needs to be adjusted here.
All bearings are traditionally used by shrinking in order to avoid damage to the bearing seats by simply pulling in the bearings. The shrinking or cold / warm process offers the advantage that no mechanical stress acts on the surface of the bearing seats and the seat is not widened as a result.
Wandering Malossi engine cases
Another peculiarity of the Malossi motor housing is that the supplied original silent rubbers are too narrow for the motor housing. Or rather, here Malossi has simply oriented the seats for the silent rubbers deeper in the housing than was originally the case. This allows the motor housing to move over the silent rubbers in the direction of the frame.
We have been here with one quite a while ago Spacer set BGM7952SP A remedy was created for the silent rubbers and thus ensured a secure fit of the silent rubbers in the correct position.
The gear
The M244 with a 62mm stroke of the king shaft brought to 252ccm, will transfer a lot of torque to the rear wheel. A guarantee to achieve a high cruising speed at a reduced speed. That enables the primary. Starting from a massive and early onset of torque mountain, the primary can be selected to be long or even very long. With 25 to 62 teeth, we use the longest primary offered by bgm. The reinforced primary repair kit from bgm creates a durable primary drive.
Shift pins and crossbar are included threadlocking assembled.
The bgm secondary gear is set with the smallest possible clearance with the bgm shoulder rings.
Assemble the Malossi motor housing
Further adjustments to the motor housing are no longer necessary and all other innards find their way into their place.
To assemble the crankshaft, the shaft sealing ring is moistened with a little oil so that the sealing lips slide cleanly onto the crankshaft and are not damaged.
The Malossi engine case, contrary to the Piaggio engine case, is without a solid seal composed. Instead of the paper seal, as in a modern engine concept, the housing is Surface seal sealed.
To connect the housing halves, Malossi uses M8 hexagon socket screws. Due to the different lengths of the screws used, a look at the Application listto find the correct attachment point.
bgm PRO Superstrong clutch & King shaft
The King Shaft is supplied with its own thrust washer and special key. The thrust washer has a clear radius that fits exactly to the radius of the crankshaft. A breaking thrust washer is almost impossible.
The Kingwelle has a special feather key on the drive side, which is specially manufactured for Kingwelle and fits exactly into the groove of the coupling hub.
We use one as a coupling bgm Superstrong CR a. With the standard equipment, 10 bgm springs XL, the CR clutch manages a reliable transmission of power up to 40hp. The king shaft coupling nut has a fine thread of the dimension M12x1. The nut comes with screw lock and a Tightening torque of 70Nm attached.
Assembly of further components
The engine is then completed with the rest of the components.
Intake manifold with the Malossi 2-valve membrane. Clutch cover, switch latch, cover for the starter motor and the bgm ignition system with static ignition timing.
Stress-free assembly of the ignition base plate on Malossi engine housings
The Malossi motor housing is reinforced in many places. This can lead to contact between the base plate and the bearing seat when the ignition is installed. The base plate of the ignition must sit tension-free in the centering, so in individual cases the base plate and / or the motor housing must be slightly reworked to ensure a tension-free fit of the base plate.
Check crush dimension
Before the final assembly of the cylinder, we check the pinch size using solder.
Due to the increased stroke, we aim for the squeeze dimension in the range from 1.3mm to 1.4mm and set this using the enclosed cylinder base seals.
By compensating for the larger stroke, there is no need for centering on the cylinder head. For this reason, holes for fitting sleeves are made in the cylinder head and cylinder. The adapter sleeves prevent the spacers used for the cylinder head in the course of the test from protruding into the combustion chamber and causing unwanted damage there.
The new Quattrini engine on the test bench
For the test runs, we set the ignition to 19 ° BTDC.
The runs of the first expansion stage We will introduce M244_1 to you in the next blog post before…
Just a quick note - none of the runs were below the 30PS Mark on the unprocessed M244
New Malossi racing cylinder Vespa PX 200 2021
Pictures of the revised Malossi MHR & Sport cylinders for the Vespa PX 200 Have engines we you here already shown.
Yesterday a large delivery from Malossi arrived and our Alex got the news on Malossi MHR cylinder MK 2 looked at in detail. Here is the video of the unboxing of the new Vespa cylinder:
Malossi racing cylinder Vespa PX 200 MHR aluminum cylinder kit 2021
There is news from Malossi. This picture shows one edited version of the popular racing cylinder for the Vespa PX 200 / Vespa Cosa 200. Alex provides the Cylinder in front of here.
- Ø 68,5
- Aluminium
- FVC2
- Ø 16
- MHR
- Nub 60mm
Screwed outlet nozzle
The information is still sparse but on the picture you can already clearly see the essential change:
A split outlet nozzle with Quadruple screw connection by means of a flange plate and an O-ring seal.
You will find out more about the cylinder here on our blog shortly, there are some cylinder kits on the way! As soon as these arrive, we will look at the new Malossi cylinder for doe 200 Vespa engines in detail and report.
Vespa GTS conversion, tuning -> Vespa GTS custom scooter
Before we get to the Vespa GTS conversions come, first a little review:
The Vespa has been a collector's item since the 50s, which the owner has always liked to individualize. To convert the Vespa, accessories and add-on parts such as mirrors, crash bars, speedometers, badges, anti-theft devices, decorative strips, heated handles, child seats, pillion seats, fuel displays and chrome accessories from manufacturers such as Ardor, Appel, Ulma and Vigano were installed.
In the 80's
In England germinates with Mods and scooter boys a movement that soon spills over the canal to Germany and the rest of Europe and will cast its spell over it.
Vespa / Piaggio itself now offers a range of accessories.
There's no arguing about taste! Some people went overboard in the wild 80s and screwed everything on their Vespa that the aftermarket had to offer.
The 90s and 2000s
That is the birth of the Scooter Centers: 1992. The Scooter scene is at its zenith in Germany and Europe. Thousands meet on the weekend Scooter meeting = scooter runs, such as the SCOOTERDIVE and many other events to celebrate the vehicles, the music, yourself and your lifestyle.
Find it "Custom shows”Instead, in the off-season these are independent events with a previous and / or subsequent party = nighter. The elaborately converted scooters will be exhibited at the Scooter Customshow and assessed by a jury. The biggest custom shows were, for example, in Hamburg, Munich or the Extravaganza in the Ruhr area and, of course, since 2008 ours too Scootershow in Cologne.
Today: 2020 Modern Vespa models
To date, not much has changed: The modern Vespa is more powerful and engine tuning may become a bit more complex due to the introduction of digital engine control, but the urge for individualization and optimization of the Vespa is unbroken. Not without reason: Vespa has regularly topped the motorbike sales list for years, so of course you want to stand out from the crowd! And the chassis of the Vespa GTS, for example, has significant potential for optimization. Not for nothing, our bgm PRO shock absorbers are for them GTS test winner and bestsellers. LED indicators and LED headlights for GTS & Co are also often converted.
In our Vespa shop we offer you with our own brands bgm and MOTO NOSTRA and selected accessories and tuning suppliers (such as Piaggio, bgm, Moto Nostra, Malossi, Polini, Remus, Scorpion, Akrapovic, Leo Vince, HD Corse, Power 1, a wide range of tuning and accessories for your modern Vespa GTS, Primavera or Sprint .
Do you already know our specials catalogs?
Then as now, there are of course stages of customization. You can do a lot yourself, but if you are talking about an extreme custom project, you are well advised to turn to a professional. As for example with our partner Cafe Racer 69 from Berlin:
Cafe Racer 69
The Cafe Racer 69 in Berlin do you get one professional customization of your Vespa. As already said, even with the current Vespa models, be it 125 or 300, Vespa GTS or Vespa Primavera & Vespa Sprint, there is still a lot of room for optimization in the series state. Also because the creative Berlin team of us with, for example bgm & Moto Nostra is supplied, you can assume that only the highest quality parts will be installed!
- Engine power,
- Drive,
- Suspension
- Brakes,
- Painting
- etc.
The Berliners also offer queens Optic tuning Your Vespa on. The purely visual changes can, for example
- Powder coated
- Attachments,
- Moldings,
- Fittings,
- benches
- etc.
Vespa GTS tuning with TÜV
Our bgm PRO Shock absorber for Vespa GTS are of course TÜV approved. For changes to the chassis, brakes and rims, adjustments to the axle mounts are sometimes necessary. This adjustment for a roadworthy seat without track offset and adjustment of ABS & ASR generally require a technical approval by an expert (DEKRA, TÜV) and can be done at Cafe Racer 69 .
Vespa GTS Custom Scooter Compilation
In this video you will find the ultimate Vespa GTS Custom and Vespa GTS conversion compilation. Get inspired!
Vespa GTS 300 Tuning and Vespa GTS Custom Scooter by Cafe Racer 69
Discover the Malossi shop and get hold of the free Malossi merchandise package!
So that you know that Scooter Center now scary many new Malossi products in the program, we have come up with something very special:
Order now for at least 75 Euro Malossi parts and get a Malossi promo pack worth 19,00 euros free of charge!
The Malossi package includes:
- Malossi shirt
- various stickers
- Malossi catalog
So you are dressed appropriately at the first t-shirt weather at the same time!
Now just this Merchandise pack Place in the shopping cart and redeem the voucher: "MALOSSI SHIRT ”
Malossi shop
*Free Malossi merchandise pack worth 19,99 when purchasing MALOSSI products for at least 75 euros. The voucher must be redeemed in the shopping cart that redeems a 100% discount on the Malossi Merchandise Pack. Only for end customers, only while stocks last. Can only be redeemed once for each customer. Cannot be combined with other discounts.
Clutch bell Malossi for moped Piaggio Ciao, Boss, SI - variomatic models
We have expanded our range and can now offer you many Parts for Piaggio mopeds. That was very important to us, because that's how we started 35 years ago - with a CIAO moped.
Today we would like to give you a popular one Moped tuning part imagine. Immediately available:
Kupplungsglocke MALOSSI Wingbell for Piaggio Ciao, SI, Bravo, Boss etc. with variator.
The bell is not only reinforced by the circumferential ring, but can also dissipate the frictional heat much better thanks to its special profile. The result is a clutch bell that is up to 70 degrees Celsius cooler, which has a very positive effect on the service life of the clutch!
Properties of the Malossi bell
- Interchangeable with the original bell
- Developed for maximum strength with minimum weight
- Bell material made of special steel for deep drawing, produced by cold forging
- Central hub made of carbon steel, connected to the bell by TIG welding
- Reinforcement ring also made of carbon steel, TIG-welded to the bell
- Thermochemical treatment through soft nitriding
You can now find this and many other moped parts in the Scooter Center Moped shop.
(Click and expand to choose model)
Malossi Piaggio Moped Video “Malossi Camp”
Malossi Vespa crankcase available now
We have the Malossi engines for Vespa PX already presented. Now we have received another delivery and the engines in demand can be delivered immediately in time for Christmas.
Your new engine project can now start!
Malossi motor housing available for immediate deliveryMalossi V-One ROTARY VALVE
Motor housing MALOSSI V One (M5717245)
The V-One has a rotary valve inlet and is aimed at those who are either looking for a high-quality replacement for an original motor housing and / or want to build a powerful but quiet touring motor.
Malossi VR-One MEMBRANE INLET
Motor housing MALOSSI VR One (5717230)
The VR-One, on the other hand, has an intake manifold with a membrane inlet and is primarily aimed at tuners who value high performance. The diaphragm inlet has moved further towards the cylinder, which means that full cheek shafts can also be used sensibly (the crank cheeks are no longer completely in the way of the gas flow).
Motorcycle / scooter & two-wheeler fair EICMA 2019 in Milan
This year we were again at the largest motorcycle and two-wheeler fair in the world: the EICMA in Milan.
Here we meet partners and suppliers and find out about trends and new products for scooters directly on site. Words would not convey this particular spirit of Eicma so well; we have brought you videos.
All new products will now be available little by little, we will keep you up to date here in the blog.
EICMA 2019 Scooter News 2020
Malossi News
Kevin Pohl from Malossi Racing Team Germany exclusively received and us the Malossi News 2020 gezeigt.
Follow Kevin here on his channels: INSTAGRAM | Website | FACEBOOK
Just in Milan, now in Scooter Center Shop: New 125 Malossi engine case Vespa PX 125 crankcase, get information here:
Malossi Vespa engine case -MALOSSI V-One, rotary valve- Vespa PX80, PX125, PX150, LML Star / Stella 125/150 ElestartMalossi item no .: M5718392
Malossi Vespa engine case -MALOSSI VR-One, membrane inlet- Vespa PX80, PX125, PX150, LML Star / Stella 125/150 ElestartMalossi item no .: M5718382
You can find all Malossi products in our Malossi shop!
Pinasco News
Patrick shows us Pinasco News 2020 exclusively in Milan!
Lots of great new Pinasco products, soon in ours Pinasco shop
Hello, my name is Maryzabel!
I am a trainee at Scooter Center. I come from Colombia and take you on my big and small adventures in the blog, take a look behind the scenes with you Scooter Center and take you to scooter meetings.
2. My first week
In my first week as a trainee, I got to know the details of the process from ordering to goods registration in the respective departments. Scooter Center not only markets its own brands like: BGM and Moto Nostra, but also more than 300 brands such as: Malossi, Polini, Pinasco, Piaggio and other major brands and manufacturers of scooter parts.
My tasks were to reorder products with modern IT systems depending on the inventory and demand. The receipt of goods, the addition of new products to the system and also the packaging and storage. With so many different parts I've had to deal with, how can so many parts fit on our little scooter?
From the base like Cylinder and carburettor from bearings, seals to all body parts such as entire frame sets or side panels and fenders, all the smallest screws, washers, nuts, split pins up to the accessories, original, restoration, tuning, customizing. Madness what it's all im Scooter Center Warehouse and in Scootershop gives.
Sooner or later, we scooter drivers come into contact with the parts on our scooter. Either planned and “just” for fun: Customizing or tuning, but if it goes stupid with a breakdown, in the middle of the country road. Good to know that you are with the Scooter Center have a partner who can help you quickly and cheaply with the necessary parts and service.
ALL YOU NEED
What I know is that so many parts are enough to fill meters, square meters and cubic meters of this huge warehouse over 3 floors and to fill the online shop with tons of data via a modern IT system.
What I also know for sure is that I can build a great Vespa from scratch with the parts from the Scooter Center Be able to build camps. I could build my dream scooter without worry, because in addition to the parts, operating instructions and all the necessary tools are available directly from stock.
I can assure you and have seen it myself. The Scooter slogan applies perfectly: ALL YOU NEED
Tuning for Vespa Primavera and Vespa Sprint with Piaggio iGet engines
We have the new tuning cylinder from Malossi for the Vespa 50ccm Primavera / Sprint models from 2018 (iGet, Euro4) in our program. Together with the required CDI, the optional variator and the air filter insert, you get a nice tuning set for the new Vespa:
4-stroke racing cylinder for Vespa
Article number: M3117771
Cylinder -MALOSSI iGet 79ccm (CDI M5518409 required) - Vespa Primavera 50 4T 3V iGET (Euro4, CA03M), Sprint 50 4T 3V iGET (Euro4, CA01M), Liberty 50 4T iGET 3V ie (Euro4, CA11M, 2018-), Zip 50 4T 3V ie (Euro4, CA21M, 2018-)
Attention: ONLY with the CDI INJTRONIC M5518409 use su
Over 60% more displacement
Solid Malossi cylinder made of aluminum with an extremely wear-resistant hard ceramic coating. With 79ccm, the displacement is increased by over 60% which in one noticeably higher torque affects.
The original cylinder head is taken over, as are the valve springs.
The special Injtronic CDI from Malossi ( M5518409 ) which is matched to the cylinder.
CYLINDER
- Bore Ø 49 mm
- Stroke 41.8 mm
- Displacement 78.8 cm³
- Compression ratio 1: 11,5
- 7PS / 5,1kW at 8000 rpm
MATERIAL
First-class aluminum alloy with a high proportion of tempered silicon.
Liner with silicon carbide coating with galvanic nickel matrix and crossed polishing with two diamond passages with very low tolerances.
Machining on NC precision machine tools.
Piston-cylinder adjustment in sections of 0.05 mm.
Recalculated and increased heat exchange areas.
- PIAGGIO LIBERTY iGet 50 ie 4T euro 4 2018-> (CA11M)
- PIAGGIO ZIP 3V I-GET 50 ie 4T euro 4 2018->
- VESPA SPRINT 3V IGet 50 ie 4T euro 4 2018-> (CA03M)
- VESPA SPRINT 3V IGet 50 ie 4T euro 4 2018-> (CA01M)
CDI Injtronic
Article number: M5518409
CDI -MALOSSI Injtronic (for Malossi cylinders) - Piaggio 50 cc 4-stroke (3-valve) - Vespa Primavera 50 3V iGet (Euro4) (CA03M), Sprint 50 iGet (Euro4) (CA01M), Piaggio Liberty 50 iGet (Euro4 ) (CA11M
Malossi Injtronic engine control unit
The engine control unit Injtronic is absolutely necessary for the Malossi cylinder is the natural further development of the original Piaggio system. It allows to improve the performance of the vehicle. The CDI contains a 32-bit microprocessor of the latest generation. The control unit is plug & play capable, ie compatible with the original sensors and actuators. All it takes is a simple calibration of the throttle opening request (see video) to switch the electronic engine control in sync. The calibrations and the refined map make it possible to achieve a specific increase in engine performance.
Technical data
- Adjustment of the injection quantity
- Only fits with 79ccm Malossi cylinder
- For use with the original exhaust
- The speed limitation takes effect at 10.000 rpm
Buy Malossi CDI tuning for Vespa 79ccm Malossi cylinder here
Easy CDI assembly Vespa Primavera / Sprint:
Tuning without a new cylinder
Malossi control unit for original cylinders
Article number: M5518205
CDI -MALOSSI Injtronic (for original cylinder) - Piaggio 50 cc 4-stroke (3-valve) - Vespa Primavera 50 3V iGet (Euro4) (CA03M), Sprint 50 iGet (Euro4) (CA01M), Piaggio Liberty 50 iGet (Euro4 ) (CA11M)
Those who shy away from the effort and expense of the new cylinder can also install the new Malossi Injtronic engine control unit for the original cylinder.
It enables the vehicle's performance to be improved without changing other engine components. The CDI contains a 32-bit microprocessor of the latest generation. The control unit is plug & play capable, ie compatible with the original sensors and actuators. All it takes is a simple calibration of the throttle opening request (see video) to switch the electronic engine control in sync. The calibrations and the refined map make it possible to achieve a specific increase in engine performance.
Buy Malossi CDI Tuning for Vespa 50 hereTechnical data
- Adjustment of the injection quantity
- Only fits with original Piaggio 50cc cylinder
- The speed limitation takes effect at 10.000 rpm
We also recommend an optimized variator in this tuning step:
VARIOMATICS
Malossi also offers a suitable Vario for the above tuning measures!
Article number: M5111597
Variator -MALOSSI Multivar 2000- Piaggio 50 cc 4-stroke HiPer-4 - Vespa Primavera 50cc 4T 3V / 4V, Sprint 50 4T 3V / 4V, S50 4V 4T (Euro2, engine C532M), ET4 50, Piaggio LX 50 4T, Fly 50 4T AC, Piaggio New Fly 50 4T AC, ...
The MALOSSI Multivar variator Thanks to a significantly optimized shifting process, it already produces very good results on series engines in terms of improving top speed and acceleration, and that without putting any more stress on the engine.
The roller races have been specifically calculated for each model and the useful scope of the sliding surface of the belt has also been expanded.
With such a high level of technological effort, it is almost natural that the best materials and the most modern production methods are used:
- Self-lubricating sliding bush made of sintered steel
- Alloy steel hub
- Sliding surface with a layer of hard, polished and lapped chrome
- Half pulley made of silicon-aluminum alloy with precision NC machines
- Diamond finishing
Nothing stands in the way of completely new driving fun. Jerk-free starting, greater shifting comfort, mechanical silence even at high speeds and constant driving performance are the result.
AIR FILTER INSERT
· MALOSSI also offers an air filter insert for the original air filter box
Article number: M1414532
Air filter element -MALOSSI Double Red Sponge- Vespa Primavera 50 4T 3V iGET (Euro4, CA03M), Sprint 50 4T 3V iGET (Euro4, CA01M), Liberty 50 4T iGET 3V ie (Euro4, CA11M, 2018-), Zip 50 4T 3V ie (Euro4, CA21M, 2018-)
Buy the Malossi air filter element here
Vespa Modern Sprint Primavera Catalog 2019
BROCHURE 2019. ISSUE 01
Modern Vespa Smallframe | SPRINT | PRIMAVERA
Note: Tuning - for racing purposes only. Not permitted in the area of the German StVZO!
Reinforced Malossi engine housing for Vespa PX 200
Malossi offers two new reinforced PX200 motor housings, V-One and VR-One.
- Motor housing -MALOSSI VR-One, reed valve inlet- Vespa PX200 Elestart | Item no .: M5717230
-
Motor housing -MALOSSI V-One, rotary valve- Vespa PX200 Elestart | Item no .: M5717245
Both housing types are already designed for use with a Malossi 210ccm Sport or 210 / 221ccm MHR cylinder. The motor housing is already manufactured to match in the area of the overcurrent ducts, no more adjustments need to be made. Of course, all other cylinders can also be used on these housings.
Biggest novelty of Malossi motor housing is the No loose motor bolts as well as the center seal made of sealing paper. The housing is now assembled with M8 Allen screws Sealing takes place with a temperature-stable sealing compound (TIP: anaerobic curing sealant from Loctite Loctide 574 ).
The housings have at all critical points Reinforcements (Auxiliary shaft, crankcase with five screws, swing arm and shock absorber mount). More material was planned for the sealing surfaces, so tuners can let off steam here to their hearts' content. The crankshaft bearing on the alternator side is now significantly larger and more stable (25x52x15mm instead of 25x38x15).
Silent rubbers on the engine and shock absorber mounts are included in the scope of delivery of both types.
Malossi V-One ROTARY VALVE
Motor housing MALOSSI V-One (M5717245)
https://www.scooter-center.com/product/M5717245
The V-One has a rotary valve inlet and is aimed at those who are either looking for a high-quality replacement for an original motor housing and / or want to build a powerful but quiet touring motor.
- Reinforced motor housing with rotary valve inlet
- Can be used as a replacement for an original Piaggio engine housing (original bearing dimensions)
- M8 Allen engine screws
- Stud bolts for cylinder and brake are pre-assembled
- Scope of delivery without intake manifold, without bearings
Malossi VR-One MEMBRANE INLET
Motor housing MALOSSI VR-One (5717230)
https://www.scooter-center.com/product/M5717230
The VR-One, on the other hand, has an intake manifold with a membrane inlet and is primarily aimed at tuners who value high performance. The diaphragm inlet has moved further towards the cylinder, which means that full cheek shafts can also be used sensibly (the crank cheeks are no longer completely in the way of the gas flow).
- Reinforced engine housing with diaphragm inlet
- Incl. diaphragm intake (360 ° rotatable for carburettors with Ø30-34mm)
- incl. 6 flap membrane
- M8 Allen engine screws
- including crankshaft bearings (Lima 25x52x15mm / coupling 25x62x12mm)
- Stud bolts for cylinder and brake are pre-assembled
We recommend, for example:
- Loctide 574 seal
- Silent blocks
- Shims housing silent block
- Silent rubber shock absorber
- transmission oil
- Transmission
- Clutch
Vespa GTS on the test bench with Malossi Tuning
Some tuning measures were carried out on the Vespa GTS by Bernd (customer), both visually and technically:
Engine: Vespa GTS with Malossi Tuning
Everything from Malossi was installed on the engine, from the cylinder, cylinder head, clutch, variator and gearbox. So the GTS has real pressure from below, that There is an increase in performance across the entire engine speed range on, and thanks to the Malossi Forcemaster2, the rev limiter is reduced by 1.000 rpm. raised, measured on this vehicle 10.500 rpm.
The 4 different setting maps of the Malossi Forcemaster2, depending on the expansion stage, also have the option of changing the injection quantity + -20% at min / medium / max.
- Curve 0: original cylinder, original camshaft, original cylinder head and Malossi exhaust with DB killer
- Curve 1: original cylinder, original camshaft, Malossi cylinder head and Malossi exhaust with DB killer
- Curve 2: Malossi cylinder, original camshaft, Malossi cylinder head and original exhaust
- Curve 3: Malossi cylinder, original camshaft, Malossi cylinder head and Malossi exhaust with DB killer
Built-in Malossi tuning for Vespa GTS
The following parts from the Scooter Center Vespa shop:
- 7675562 Malossi cylinder set 282ccm³ V4, Ø = 75,5mm incl. Malossi V4 head
- 7675672 Malossi injection module "Forcemaster2"
- M6714844 Malossi secondary gear Z22 / 45 straight teeth
- M5111885 Malossi Multivar with 3x14gr. + 3x15gr. roll
- M6113027 Malossi Kevlar strap
- M5211821 + M2911326 Malossi Delta clutch with Malossi springs red
- 7674943RG Remus RSC stainless steel with a large dB eater
Performance + 5PS & +31 km / h
Data according to performance diagram
VESPA GTS SERIES | VESPA GTS MALOSSI | |
PERFORMANCE | 18,9 PS | 23,9 PS |
VMAX to limiter | 134,9 km/h | 166 km/h |
SPEED LIMITER | 9.500 rpm. | 10.500 rpm. |
So that the Vespa not only makes top marks and accelerates extremely well, but also comes to a safe stop, we will soon be able to find a suitable adapter for the Brembo 4 piston caliper offer. The following is already available:
Front brake caliper, left -BREMBO, 4-piston, Ø = 30 / 34mm, (P4 30 / 34C) - Titan Style
Article no. 3332085
EICMA 2016
It starts, we are at the Eicma in Milan and provide you with the trade fair live ticker:
Vespa/Piaggio
Electric Vespa
As already reported by us here, the comes from Piaggio Electric Vespa.
Piaggio E-Bike: WI-BIKE
The motor concept of the e-bikes shown is compatible with the e-Vespa. The Piaggio Wi-Bike is fully connected and can be operated with an app. There is also GPS theft protection. Electromobility seems to have taken an important part in Piaggio's portfolio here.
- Let the technology guide you: your Wi-Bike and your smartphone communicate with each other.
- Download the WI-Bike app. Connect your smartphone to your Wi-Bike via Bluetooth. Touch & Go, determine your personal setup.
- Choose your destination. Take off.
- Three special performance modes via app. You have the choice between: City, Hill and Standard
- The variable motor support adapts to your needs.
- Challenge yourself! Achieve your goals. Wi-Bike is your very own personal trainer.
Vespa models - new colors, less power and a lot of lifestyle
We had changes to the engine (Euro 4) in the exhibition news of Intermot in Cologne already discussed. In Milan, Piaggio is showing new colors and a lot of lifestyle.
A special model of the Vespa GTS 300 Super in green metallic with aluminum applications in CNC style, e.g. cascade, fender nipples. Interesting cascade with an even more interesting horn section - opinions will differ on this ;-)
More deets: Bitubo shock absorber in front, only for the trade fair or series? In any case, the adjustable levers are standard! CNC footrests, mirrors in CNC design, new oil control screw and vario cover.
Personally, I like the Vespa Seigiorni very much. Piaggio thus ties in with the early 50s, because sports models of the Vespa have been produced parallel to the series vehicles since 1947. The Vespa Sport, known as the “Sei Giorni” after the model that had great success in the 1951 international regularity race of the same name. An original Vespa Sei Giorni is incredibly valuable.
Dell'Orto
DellOrto has been the standard supplier for the Italian motorcycle and scooter industry since 1933. Dell'Orto was the largest supplier of two-wheeled carburetors in Europe from the 1960s to the 1980s; today the company works closely with Bosch and Mikuni. At the Scooter Center of course you get all available DellOrto carburetors and DellOrto spare parts such as nozzles, carburetor needles and slides quickly and cheaply.
Scomadi
The Scomadi with 300cc was never realized. Rumors say Piaggio has refused to supply 300cc engines to a competitor product. Today a prototype with me 400ccm. At the moment everyone at Scomadi is very busy, we will try to find out later which engine is being installed.
Polini - Scooter Center is an Official Polini Dealer
More Polini News:
Polini has beautiful scooters on the stand again. News from Polini: eg mounted pressure plate for the Smallframe.
BELL
Bell helmets - Our personal favorite helmets - The Bell Custom 500 and Bullit are now also available in a scrambler design.
gogoro
Gogoro: innovative electric scooter with battery replacement system. The concept is probably the future, the design a matter of taste.
Malossi
Also at Malossi: beautiful scooters on the stand. For many of us that was the beginning of scooter riding: the Ciao.
Malossi still offers an extensive tuning program, which you can get from us: Piaggio Ciao parts
Classic Vespa novelty at Malossi - a straight-toothed primary transmission for Vespa Cosa clutch.
FACO
Faco is a proven provider for Scooter accessories and chrome accessories meanwhile, of course, also for the modern Vespa models such as GT, GTS & Co.
Pinasco
In addition to Polini and Malossi, another tuning specialist with home advantage on the Eicma: Pinasco
In the last few years Pinasco has been offering the new Motor housings for Vespa Switch scooters or crankshafts with interchangeable balancing weights, again clearly gas.
Malossi follows suit with the MHR 221 long-stroke cylinder
After Polini with the Torque hammer 221cc an own Cylinder for their very beautiful 60mm stroke crankshaft, Malossi is also sending a version of the MHR cylinder for 60mm stroke into the race: Malossi MHR 221ccm for Vespa PX and Vespa Rally 200.
In the Scooter Center delivery
We can do that Malossi MHR 221 cylinder already delivering for Vespa 200 and have taken a look at it for you:
The new flask is immediately noticeable. Here a piston ring keeps the combustion pressure in check. The piston has not undergone any further changes. In the 1-ring variant, the piston ring sits in the same place as the upper piston ring in the 2-ring variant.
The length of the piston skirt is also identical to that of the piston in the 57mm stroke variant. When assembling with a 60mm stroke crankshaft, the length of the piston skirt must also be taken into account with the 221 to avoid hitting the crankcase.
As a replacement for the piston with one piston ring, the normal piston with two rings can also be used.
Malossi specifies a compression ratio of 98,3: 10,5 for the 1mm cylinder, which is slightly longer. The cylinder head is borrowed from the little brothers MHR210 and Sport 210 and is centered with bushings on the cylinder to the bore. We also quickly looked at the heights of the canals. Since the overcurrent channels on the right and left were not identical, we have entered the mean value here as 47,2mm.
The outlet width is a good 63% in the green area. The moderate chord size and the large corner radii make the piston ring
make life easy and make the cylinder a permanently reliable service provider even on longer tours.
We are looking forward to the first 221ccm engines with the new MALOSSI MHR 221 cylinder that will appear on our P4!
You can use the new Malossi MHR racing cylinder for your Vespa PX Order here !
The cylinder takes care of:
Vespa
- 200 Rally (VSE1T - Femsa)
- 200 Rally (VSE1T - Ducati)
- What CL 200 (VSR1T)
- 200 What CLX (VSR1T300)
- 200 What FL (VSR1T301)
- 200 PE (VSX1T - 1980)
- 200 PX E Lusso (VSX1T - 1984-97)
- 200 PX E (VSX1T - 1981-83)
- 200 PX E Lusso (ZAPM18 - 1998-)