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Once in yours Smallframe the original SHB has to give way to another carburettor, the question arises shortly before the engine is started for the first time: how do I operate the choke?

How do I convert the carburetor from a folding choke to a cable choke?

How do I connect the cable choke of a Dellorto PHBH, VHST, Mikuni, Keihin PWK or Polini CP carburetor to the choke lever of the Smallframe at?

Many carburetors are usually delivered with a so-called folding or pull choke. So that the carburetor can be operated with a cable pull, as is typical for Vespa, we offer the right adapter set for conversion for many carburetor types.

2599091  Dellorto PHBL, PHBH VHST (Shop)

2599098 Mikuni, Keihin, and Polini CP (Shop)

 

The bgm Pro choke lever is suitable for all carburetor types that are equipped or retrofitted with a cable choke.
Due to the special design of the bgm Pro choke lever, the choke cable can be easily detached in order to remove the carburetor. This saves time and protects your hands in the cramped carburetor room Smallframe. By using a clamping nipple, the choke cable is not kinked every time the choke lever is actuated and is therefore permanently durable and secure against tearing off. Due to the adapted contour of the lever, it can no longer jump out of the choke button guide.

 

The assembly of the bgm Pro choke lever is easy.

 

A YSN30 / Dellorto PHBH (YSN8570) carburetor serves as a model example and for the conversion to a cable choke (Blog)  with the matching cable adapter set (2599091 – (Shop).

The universal cable BGM6445 is used as the choke cable. This already has the right length for the outer shell in a Vespa Smallframe to find space.

Loosen the nut of the small inner choke lever with SW10 and make sure that the screw does not fall out towards the carburettor chamber. When removing the original choke lever, pay attention to the domed washer (3330468W) which lies between the choke lever and the bracket on the frame. This will also be needed again later.

Guide the screw through the retaining plate from below and then attach the spring washer and the choke lever.

The nut has a so-called clamping part to secure against self-loosening. This clamping part can be recognized by the imprints on the wrench flats of the nut. Depending on the design of the nut, this clamping part is on a front side or on the wrench flats.

When putting on the nut, make sure that the clamping part of the nut faces upwards so that the non-clamping part is screwed onto the choke bolt first.

First tighten the nut until the choke lever can still be moved easily.

The inner cable is first fed through the adjusting screw and the adapter, barrel first, and then pushed through the spring. The barrel of the train is hung in the choke piston.

When inserting the choke piston into the carburetor, make sure that the barrel does not jump out of the choke piston mount. The adapter is then screwed to the carburetor.

The clamp nipple is now placed on the loose end of the choke cable and fastened at a distance of 20mm from the shoulder of the end cap.

First thread the inner cable into the slotted guide of the choke lever and then hook the clamping nipple into the choke lever. Use the end cap to pull the outer shell back far enough (the choke in the carburetor is actuated in the process) so that the end cap can be hung in the retaining plate.

If the play in the choke cable is too large, this can be easily adjusted using the adjusting screw on the adapter on the carburettor. A safety clearance of approx. 1.5mm between the shoulder of the end cap and the abutment of the retaining plate on the frame should be maintained so that the cable is not tensioned during compression and the movements of the engine while driving and the choke is not activated.

If the necessary safety play of the cable cannot be achieved via the adapter, the adapter on the carburetor is turned back and the cable adjusted by tightening the clamping nipple.

Finally tighten the nut of the choke lever so that the lever can still be operated easily but the spring force of the spring for the choke piston cannot pull it back again.

ROLLERSHOP Vespa catalog 1987 with red Vespa Primavera 125 and Zirri engine with water cooling

Scooter shop cover Vespa

If you've been driving a scooter for a while, you may still know the scooter shop!

Roller shop sticker

Scooter youth icons

The scooter shop was the scooter shop for us young scooter drivers in the 80s and early 90s. Whether Scooterboy, Popper or Mod: With its catalogs, the scooter shop pulled our pocket money and our first salary out of our pockets. But some of us knew how to defend ourselves: Philipp, for example, always ordered the PK disc brake for 540 DM with every order, so he was always above the postage exemption limit and he was sure of free delivery, but the disc brake was never available until the end .

For many, the catalog was like a Bible. A bright red shone on the cover of the 1989 catalog Smallframe Vespa with water cooling with Zirri engine. The connoisseur may have recognized straight away that the model is a Primavera, but did you know which parts were built in in detail? What performance did they have or what the Vespa looks like from the front?

And did you know that there was a cover Vespa in black as early as 1987? In general, have you ever wondered what of these forgotten ones Dream scooters of our youth has become? The scooter shop as a company did not manage to survive, we took over customer support in 2007 and bought the domain. Vehicles and stocks were spread over the whole republic. Did the cover rollers survive?

Christian and Ronny from the Scoot Devils Seevetal have not forgotten, have found the legendary scooters and carefully restored them!

In the Scooter Center The two scooters could be admired for the first time on OpenDay. So of course I used the opportunity and Christian and Ronny got the unbelieveable story let tell. Check out the video now! You can find out below Details about the vehicles and receive more Insights and detailed pictures.

Scooter shop Vespa scooter Zirri 80s and 90s at Scooter Center Open Day

 

Many thanks to Christian, who was not only available to us for the video, but also sent this information about the two scooters afterwards:

Both are the original frames and motors that were built by Bruno Zirri!

Roller shop red:

ROLLERSHOP Vespa catalog 1987 with red Vespa Primavera 125 and Zirri engine with water cooling

Loom: Vespa Primavera ET3
Engine: Vespa Primavera ET3

  • Tau TVR 30 H2o cylinder 127ccm about 25PS
  • Zirri full-flanged crankshaft with Tau TVR connecting rod stroke 50,6 mm
  • 2/64 primary
  • Original 4-speed gearbox
  • 4 disc clutch
  • Exhaust cable TVR welded around
  • Tau TVR cooler
  • Water pump / service water caravan
  • Carburetor / Dellorto PHBE 36 sz magnesium with power jet
  • Ignition / Motoplat 6v electronic
  • PK XL clutch cover
  • Welding and spindle work on the engine block (back then)
  • Chassis / Bitubo rear the hose version / front original

The frame was reinforced by us, as it has already become soft over the years due to the many falls.
Sanding and filling work.
Working hours approx. 250
Energy cans approx. 400

Roller shop black:

ROLLERSHOP Vespa catalog 1987

Loom: Vespa 50 n special
Engine: Vespa 50 Special

  • Eurocilindro Parabellum H2o 133ccm converted to membrane about 18 HP
  • Mazzuchelli racing crankshaft stroke 51mm
  • 2/64 primary
  • Original 4-speed gearbox
  • 4 disc clutch
  • Eurocilindro exhaust
  • IPRA cooler
  • Ignition PK 12 V turned off
  • Original clutch cover
  • Carburetor / Dellorto 34 PHBE magnesium
  • Chassis / Bitubo at the rear with expansion tank / original at the front
  • Welding and spindle work on the engine block (back then)

A few holes were welded shut on the frame itself and the original ones for the cooling water hoses were opened again.
Sanding and filling work
Working hours approx. 120
Energy cans approx. 170

 

Thank you!

 

Big thanks to the following people who supported us:

  • Luis and Klaus from the Scoot-Devils for sanding, filling and cleaning work
  • Manuel our painter
  • Angelo / Stefano Zirri for the original photos and information
  • Arne Uhlhorn Rollershop Original Sticker (For the red one)
  • Dennis Neumann who made the sacrifice to part with the red roller shop frame.
  • Kingwelle company (Christoph) for pressing over the crankshaft of the Red Rollershop
  • Company O-ring.de who had or measured all seals for the TAU TVR cylinder
  • Company artwork for the stickers and their production
  • Thanks to everyone and their many tips from the scenes for these vehicles
  • And a big thank you to everyone who had to endure us and our madness during the restoration ...
    be it partners, friends, etc.

 

 

What are the next steps?

Do the “partners who had to endure madness” know that there is already a new project? Again the guys go to work for a while Smallframe to revive the German scooter scene:

Scauri tuning

Preview: This is the former vehicle of our friend Mathias Scherer, who beat the red Vespa with a water-cooled Scauri engine on international racetracks and even then scratched the 30 HP mark. Scauri Racing, have you heard this before? Stefano Scauri co-founded BSG Corse, BSG is now BFA and Stefano Scauri now develops cylinders for Parmakit. We keep you here in the Scooter Center Blog up to date.

Cylinder -POLINI aluminum 152ccm (Ø60mm) Evolution membrane (54mm stroke) - Vespa PV125, ET3 125, PK125 - crankshaft P2100070 is required

Big Evo racing cylinder POLINI Alu 152ccm / Evolution membrane Vespa Smallframe

The new Polini BIG EVO! Here we have the classic one 133 Polini racing cylinder presented. If that's not enough for you, there is now one Polini BIG EVO for the Vespa Smallframe. This modern racing cylinder means full 152 tsp for the original series engine housing the Vespa Smallframe-Models such as V50, 50N, PV, ET3, PK etc. So you don't need an extra motor housing!

30HP + tuning set for original engines

With a Ø60mm bore and 54mm stroke, as well as very ambitious control angles straight out of the box, the Polini is a serious opponent for the racetrack.
Based on the very successful Polini EVO 133, Polini has put together a great package that is designed for performance above the 30HP was created!

Polini Big Evo 152 Vespa

Data of the Vespa Polini tuning kit

  • Bore: Ø60mm
  • Hub: 54mm
  • Displacement: 152cc
  • Crush dimension: 1 ± 0,1mm
  • Connecting rod length: 105mm
  • Verdichtungsverhältnis: 14,2: 1
  • Piston running play: 0,07 - 0,08mm
  • Outlet shape: two-part
  • Outlet angle: 194 °
  • Overcurrent angle: 130 °
  • Preignition: 20 °
  • Spindle dimension left crankcase: Ø89,5 x 22,4mm
  • Spindle dimension right crankcase: Ø89,5 x 15,8mm

INTAKE FITTING

The Polini kit contains the complete intake tract, consisting of:

large membrane inlet, intake manifold and connecting rubber. The 6-flap membrane is equipped with 0.4mm thick plate material. The intake manifold is intended for use with a Ø34mm carburetor cross section (carburetor connection width of the rubber is Ø44-45mm). Modifications in the area of ​​the frame cutout for the carburetor may be necessary.

PISTON

The Polini tuning set for Vespa relies on the well-known Asso piston of the Polini Aprilia AF1 kits, like the ones from FALC Racing is used in its 153cc cylinder (we can offer the very high-quality Ø60mm Wössner piston from Overrev very much).

CRANKSHAFT

Any shaft with a stroke of 54mm and a connecting rod length of 105mm can be used as the crankshaft.
The connecting rod length not only benefits the better connecting rod ratio, but also reduces the necessary housing adjustments for the overcurrent channels to a minimum.

SPINDLES

The motor housing must be spindled with a 54mm stroke for the required crankshaft.

CYLINDER HEAD

In addition to the conventional screw connection, the cylinder head is screwed onto the continuous (longer, enclosed) cylinder stud bolts with 4 screws.

 

Recommended accessories / setup:

  • Crankshaft: P2100070 or comparable (54 / 105mm)
  • Exhaust system: P2000416 or similar
  • Ignition: P1710554 or similar
  • Dynamic ignition timing (with ignition P1710554): 4,8mm in front of the upper one
  • Piston dead center at 4500 rpm
  • Spark plug: NGK BR9EG or comparable

CONCLUSION:

Very interesting alternative for normal engine cases to the often unavailable FALC Racing cylinder. If you are looking for performance in the range well above 25PS, you will find it here!

 

Installation instructions Polini racing cylinder

Polini-BigEvo-152-racing-cylinder-PI776

Fits on the following Vespa Smallframe:


Poini 133 Racing racing cylinder Vespa

Polini 133 racing cylinder available!

This is a classic one Polini racing cylinder for the Vespa Smallframe Models PV / ET3 / PK / XL / XL2 models, except PK automatic.

This tuning cylinder is the revised version of the legendary 133 Polini and offers a plug & play high durability with a lot of torque.

But the cylinder also offers a lot of potential for ambitious tuning of your Vespa beyond the 20PS. If that's not enough: Polini 152 Big Evo cylinder

Poini 133 Racing racing cylinder Vespa

The main innovation of this "racing version" compared to the classic 133 relates to the cylinder head, which is made of cast aluminum with a high silicon content. In addition, the head has additional cooling fins on the underside. This means that the heat is dissipated much better, both from the cylinder itself and from the head. The compression was also slightly adjusted.

The copper seal not only conducts heat better, it also contributes to a significantly better seal between the cylinder and the head.

The layout of the cylinder is unchanged and is determined by the six transfer ports. The ASSO piston is made of die-cast, which gives it very good durability and low weight.

With a 57 mm bore, 51 ccm with a 130 shaft and an impressive 54 cc with a 138 shaft are available.

Racing cylinder of the K5 in the ESC

The cylinder is used unchanged in the ESC (European Scooter Challenge) in the K5 class very successfully in races and has "put" around 15 hp.

We already had this cylinder, extremely revised, with 30 HP on the test bench!

 

 

Instructions Polini 133cc

Polini-133-Racing-Cylinder-PI357

140.0050 / R | | 1400050R | P1400050R

 

Fits on these vehicles


This is the original press release from Polini about the cylinder:

POLINI CYLINDER KIT FOR VESPA 125 PRIMAVERA ET3 WITH NEW CYLINDER HEAD:

RACING GENERATION Polini Motori has revised the popular cylinder kit for the Vespa 125 Primavera ET3. This is now also available as a RACING version with a specially developed cylinder head for better cooling. The cylinder head itself is also available individually. TECHNICAL DATA: The cylinder is made of cast iron with lamellar graphite. As a result, it has a self-lubricating effect and is very resistant to mechanical loads. This reduces the working temperature and prevents possible loss of performance. The cylinder has a 57mm bore and 6 overflow channels. The piston is made of chill cast light metal with a high silicon content and has two “S10” chrome-plated piston rings. The aluminum cylinder head is equipped with two fins, which dissipate the heat better. Cooling and compression ratio are optimized. The new copper seal prevents gas from escaping between the cylinder and cylinder head and facilitates heat exchange.

 

 

bgm PRO Vespa pole wheel

Vespa pole wheel bgm PRO electronics

We have developed new fan wheels. With the bgm PRO pole wheel, a very high quality reproduction of the (no longer available) original Piaggio Vespa PK fan wheel is now available.
During the development of this new pole wheel, the tried and tested and the optics have been retained, while performance and quality have been optimized. For this we have invested in, for example, brand new molds and can now offer you the pole wheels that are in demand

  • optimized and in
  • super nice finish
  • fantastic quality too
  • offer a very fair price
  • = ideal for converting to fully electronic ignition of your Vespa

bgm PRO Vespa pole wheel

FEATURES

  • Weight Smallframe: 1.600 grams (for comparison: V50, PV, ET3, PK - orig. Up to 2.800 grams)
  • Weight Largeframe: 2.300 grams (for comparison: Sprint, PX, LML, Cosa - orig. Up to 3.200 grams)
  • High accuracy of the ignition timing
  • Very good concentricity
  • Balanced at the factory
  • Good magnetization
  • Higher performance through optimized wing area

OPTIMAL WEIGHT

The weight of the bgm PRO Vespa pole wheels is tailored to the respective purpose:

  1. The fan wheels for the Vespa Smallframe-Models are with 1600 grams perfect for the lively characteristics of the small engines.
  2. The fan wheels for the Vespa Largeframe-Motors offer with 2300 grams a wonderful mixture of a lot of smoothness and very good acceleration.

Basically, the pole wheels always require a 12V ignition base plate / alternator. This means that every previously contact-controlled motor can be converted to a fully electronic CDI ignition including voltage-controlled on-board electronics. We offer to do this complete sets with all parts required for retrofitting (see alternatives / accessories) for the ignitions:

Vespa ignition in a set

VERSIONS

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

For retrofitting everyone Largeframe Motors that already have the large cone (rotor thread M12, wrench size 18), but still have a contact-controlled ignition installed (approx. 1978-1981, PX, Sprint Veloce, GTR, Super, TS) Here the pole wheel and a new 12V ignition base plate are required. In later models (e.g. Vespa PX from around 1982, Cosa, LML) with factory-installed electronic ignition, this can continue to be used. If you convert to the BGM pole wheel, you benefit from significantly more lively engine characteristics with noticeably improved acceleration and higher engine power.

 

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)

The most classic of all LargeframeEngines. Still has the old type of crankshaft with a thin (pointed) cone which can be recognized from the outside by the pole wheel nut with M11 thread and wrench size 14.
These motors always have contact ignition from the factory.
By converting the pole wheel, ignition and vehicle wiring harness, a modern vehicle electrical system is created that is absolutely maintenance-free and includes a powerful 12V alternator that provides a fantastic bright light. Starting at the first kick included.

 

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

Suitable for everyone SmallframeMotors with a small cone (flywheel nut M10, SW14 or SW16). These motors always have contact ignition ex works (exception ET3 / PK).
By converting the pole wheel, ignition and vehicle wiring harness, a modern vehicle electrical system is created that is absolutely maintenance-free and includes a powerful 12V alternator that provides a fantastic bright light. Starting at the first kick included. PK models that already have a voltage regulator do not need a new wiring harness.

 

 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)

For Smallframe Motors that already have the large cone (flywheel thread M12, wrench size 18).
Replaces the original (no longer available) pole wheel 1: 1. If you convert to the BGM pole wheel, you benefit from a significantly more lively engine characteristic with noticeably improved acceleration.
It is also very popular on the older engines (with originally a small cone) if they have been converted to the more stable crankshafts of the Vespa PK XL or ETS.

Brake anchor plate Little Kong Crazy Monkey Development

CMD Little Kong brake anchor plate Vespa Smallframe

Little Kong is the modern, modular brake anchor plate from Crazy Monkey Development for Vespa Smallframe Engines. This beautiful brake anchor plate is available for the Vespa models Vespa PV / V50 and Vespa PK.

Wolfgang von CMD has with the Little Kong developed an extremely flat brake anchor plate that also fits engines with a clutch cover underneath. Another feature is that by simply exchanging the brake shoe holder, you can easily switch between the PV and PK brake drums. The modular construction of this noble part makes it possible!

  • Material: high-strength aluminum (EN AW-7075), tool steel
  • Scope of delivery: brake anchor plate, brake shoe holder, brake cam holder, circlip

CONCLUSION:

TIP! Professional solution for series and racing engines and a very nice part!

Pay attention: Vespa Smallframe V50, PV, ET3, PK
Material: High-strength aluminum, tool steel

Info

Modular brake anchor plate for Vespa Smallframe-Motor of the type Vespa PV? /? V50 as well as PK. The extremely flat design enables the brake anchor plate to be used without modification on engines with a clutch cover underneath. By exchanging the brake shoe holder, you can easily switch between PV and PK brake drums.

Hose 3.00 10

Vespa & Lambretta Smallframe Tube 3.00 x 10 bgm PRO

With the new bgm PRO hoses, we decided in favor of one better quality and higher security for a very high buty content and therefore for a own tube size for tires up to 3.00-10 and 90 / 90-10 = Vespa & Lambretta Smallframe .

Other hoses with a lower butyl content have more flexibility due to a higher rubber content. This allows you to serve a larger range of possible tire sizes (up to 130 / 90-10), but the major disadvantage is poorer airtightness and puncture resistance.

 

Our bgm PRO hoses are made according to our specifications especially for the needs of Vespa and Lambretta scooters manufactured. Of the Butyl content is over 55%, that makes them extremely airtight and absolutely reliable. The high butyl content makes the hose more expensive to produce, but the result justifies the effort! Nevertheless, we offer this high-quality hose at a great price:

Assembly instructions assembly Assemble tube and tire

TIP: Our bgm PRO scooter tubes can be used in many vehicles with 10-inch tubular tires. When assembling, insert the tire on the bead with assembly paste and dust the inside of the tire with talcum powder. The assembly paste ensures the correct end position of the tire while the talcum minimizes the friction of the tube.
This maximizes the safety and service life of the hose. Instructions for installing Vespa tires

Tutorial How to assemble the bgm CLASSIC tires for Vespa

Quattrini M200 exhaust Ludwig & Scherer OTTO

New Ludwig & Scherer exhaust for Quattrini M200 cylinder "OTTO"

The Vespa Smallframe Fans are happy: at the beginning of the week we have our new one bgm PRO BigBox for Vespa PK presents. Today we can “OTTO” by Ludwig and Scherer imagine. Exhaust systems couldn't be more different:

The bgm PRO BigBox in an elegant black garment. Original look for touring tuning and standard engines and anything with 15 HP - the “OTTO” wants to know it with 40 HP + and comes across completely naked. He shows his Saarland welding skills quite unabashedly: hand-welded - MADE IN GERMANY. This raw look directly gives an idea of ​​the brutal performance development that is still present after painting. Promised!

Quattrini M200 exhaust Ludwig & Scherer OTTO 💪 MUCH MORE PERFORMANCE!

15% + extra performance

This new Ludwig & Scherer exhaust for the Smallframe Vespa with the wonderful name 'OTTO' is specially designed for the popular Quattrini M200 cylinder for the “little” Vespa Smallframe. As a special feature, it offers a similar one early and high entry in the performance band, like the Quattrini exhaust 'la sua'. However, "OTTO" turn out much more freely and already offers approx. 10-15% more performance.

If the cylinder is processed accordingly, Otto can do it again clear power and torque pack on it and easily the 40PS / 34NM mark crack.

You can get Otto here, in our Vespa Shop

This wonderful racing exhaust is also visually very appealing, Alternative to the original “La sua” Quattrini exhaust.

VESPA V50 SHOCK ABSORBER ADAPTER CMD JOE POSSUM - SMALLFRAME REAR

Vespa V50 shock absorber adapter CMD Joe Possum

There was Wolfgang aka Crazy Monkey Development again very creative: The result is a wonderful one Vespa V50 shock absorber adapter with the name " Joe Possum ". The adapter for the rear shock absorber also fits the classic Vespa Smallframe-Models such as V50, 50N, PV125, ET3 ...

Why do you need a shock absorber adapter?

When you're on a Vespa Smallframe (What is a Vespa Smallframe?) drives a powerful racing exhaust, it is usually the case that the voluminous manifold of the Reso exhaust system rubs against the shock absorber. This beautiful adapter, milled from solid aluminum, moves the shock absorber attachment of the rear shock absorber in an adjustment range of 25mm to 45mm to the rear and up to 5mm to the outside.

This leeway creates enough space for powerful resonance exhaust systems whose manifolds would otherwise touch the shock absorber!

Buy Joe Possum from CMD here

Solution: CMD Joe Possum to relocate the shock absorber

CMD Joe Possum- Vespa Smallframe

Actually much too beautiful to disappear under the frame. The noble adapter not only looks great, it also contains an integrated support on the frame and an optional second attachment point. Thus it is at least as stable as the original assembly.

  • Standard height approx. + 9mm, for use with standard silent block.
  • Adapter made of medium-strength aluminum EN AW-6082
  • including fastening material: oval head screw M8 as well as washers and lock washers

Buy Joe Possum from CMD here

Vespa shock absorbers and tires

Of course, a powerful engine should also have a high-performance chassis, thanks to the Joe Possum there is now space for it! How about our bgm PRO shock absorber for Vespa Smallframe. They are also available in a cheap set at the front and back!

Shock absorber set -BGM PRO SC COMPETITION- Vespa V50

We recommend ours so that the power gets safely onto the road bgm PRO tires in the CLASSIC version up to 150km and the SPORT version up to 180km / h.

New scooter tires for Vespa, Lambretta & Co. from bgm - Made in Germany

Vespa and Lambretta fans at Classic Day 2019

Maryzabel has your impressions described here very nicely – I don’t need to write much anymore and prefer to let the pictures do the talking. The weather was great, the exhibitors were great and so were our customers, visitors and friends! All in all a super great day:

Here is our video:

Vespa & Lambretta @ Scooter Center Classic Day 2019 interviews / 58PS Vespa

Photos Classic Day ´19

Maryzabel Classic Day Vespa Lambretta

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.

6. The big day has come!

Thanks to the restaurateurs, manufacturers, event organizers, partners, clubs and many participants who attended the Scooter Center Classic Day 2019 were present, I was lucky enough to learn more about highlights and rarities:

  • Getting to know the Twin Vespa with the two PX Malossi 244 engines and Christian personally, which is just as much fun as Christian's reason for building it: “too much space on the left and too little power on the right”

    Xtreme Vespa Tuning Twin Vespa PX 58HP Scooter Center Motorino Diavolo

  • The level of specialization that can be achieved with the classic beauties of the
    Hoffmann racing relay & factory hall the, the tubular handlebar model (Wideframe: Lampeunten, Faro Basso, ..) the Vespas of Piaggio and licensed buildings ACMA, Douglas, but especially those Hoffman Vespa, which were made in Germany by Hoffmann in the years 49 to 57, received in perfect condition and, above all, also drive !!
  • Testing from Raging Rhino, a magical support that keeps the scooter in place during transport - literally one of many “Crazy” solutions in a positive sense from Wolfgang /Crazy Monkey Development,
  • Scootering goes green: The renouncement of plastic (for packaging ;-)) and Franz's idea that every participant of the Alp Days will plant a tree in Zell am See.

What amazes me again and again and what you can see in the interviews that I did to you - If you manage to understand my “German” ... I have to say that the events in Germany were a great challenge for me and are. Because integrating myself into a group of native speakers, understanding technical details and humor, and that with my shyness, which makes me forget my knowledge of German, was clearly a major barrier.

But on Classic Day I somehow felt in “my flow”, I don't know if it's because I already speak a little more German (just a little more) or because it was a room in which I could be whoever was again I am: surrounded by scooters, engine noise, 2t smell, offers of super tempting spare parts, music and friends? Look for yourself:

Video Scooter Center Classic Day

Vespa & Lambretta @ Scooter Center Classic Day 2019 interviews / 58PS Vespa

Vespa & Lambrette forever!

I am glad that there is the myth of scootering with Vespa and Lambretta. Events like Classic Day and companies like that Scooter Centerthat supports the scene and with bgm and Moto Nostra produces and improves forgotten products and develops great new products, there will be scooters like Vespa and Lambretta for a long time to come!

 

Maryzabel

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.

5. Experience Classic Day 2019 up close

There has been a special atmosphere in the SC offices since the arrival of a complete container with Vespas from Japan!

Vespa Smallframe for sale

Everyone is preparing for the Scooter Center Classic Day 2019 before. A meeting that, by the way, will be very exciting for me, not only because I'm the first from our club, the den Scooter Center Attended OpenDay, but because it will be the only event of its kind that I have ever attended.

Usually the events that I have attended and even organized have the Vespa community as a common denominator. But on that next open day on Saturday August 31st, everything revolves around the scooter!

Of course, the scene cannot be missing:

  • the music,
  • das Essen
  • and the friends

I am especially looking forward to friends I will meet again and new scooterists I would like to meet.

We will have international visits from Belgium, Netherlands, Austria, Luxembourg and England. But it will also be the scooters that will grab my attention. I'm looking forward to the performance that's on  Scooter Center Test bench is shown.

 

It's crazy what awaits me: scooter parts special sales, returns, B-goods. The used ones Smallframe Vespas from Japan in great condition. Lots of new products to touch and special offers. In addition, there are stands from manufacturers, organizers and partners and the private parts market for scooters and scooter parts, many of our customers and friends have cleaned out their garages and cellars and are selling at Scooter Center ClassicDay their best parts. The Vespa and Lambretta used market will be the perfect place to look for treasure!

I'm really excited because I have to get a new Vespa as a partner for my adventures. I will keep you up to date here, because this is just the beginning!

 

 

Vespa brochure Smallframe Specials

Good news for the new year! For all classic Vespa lovers we have just published the new Scooter Center Specials brochure for the Vespa Smallframe, so in English!

Scooter Center Vespa specials Smallframe Leaflets 1 | 2019

As printed version ...

Available soon! You can add the printed version for free to your order: https://www.scooter-center.com/en/search?sSearch=sc+specials

... or downloadable as PDF

Can't wait to read the new brochure? click on the button below to download the brochure in PDF format. By clicking on the part numbers you'll be redirected to the product page in our online shop!

Download the new brochure here!

Pictures of the Smallframe Specials brochure

 

Click here to view the brochure Smallframe Special 2019

Very popular motor housing suitable for Vespa Smallframe on offer

By chance we were able to find a small number of legends LML SE motor housing get hold of.

There is a variant with E-Start preparation and without an E-Starter.

Much larger overflowers inherently

Actually, an LML SE motor housing roughly corresponds to that of a Vespa PK125XL2, but with the difference that the overcurrent channels are significantly larger than in the Piaggio motor housing.

Motor housing PK SE large overcurrent channels 020

As a replacement or the perfect basis for tuning

It's easy to see: the two side channels still offer plenty of space for further changes. This means that powerful racing cylinders can be used sensibly on the milling machine without enormous effort.

We have one as an example Parmakit SP09 held on the motor housing:

Motor housing PK SE large overcurrent channels 011

Here you can clearly see what could still be processed on the cylinder base: the Paramkit base seals on the LML SE - Smallframe Engine block.

Motor housing PK SE large overcurrent channels 014

In contrast to a well-known Piaggio engine housing, you only need to invest very little working time so that such a cylinder fits perfectly on the overflow ducts.

3-hole intake manifold

The SE motor housing has a 3-hole connection for the intake manifold.

Motor housing PK SE large overcurrent channels 004

The generously dimensioned, 42mm long sealing surface of the rotary valve makes the motor housing particularly interesting for performance-oriented motor concepts based on a rotary valve.

Motor housing PK SE large overcurrent channels 003

Stable bearing seats - allow better crankshafts

On the generator side you will find the PK XL 125 bearing seat and lubricating screw for the NBI needle bearing. Here you can use one of the stable PK-ETS crankshafts with 25mm bearing seat without retrofitting.

Motor housing PK SE large overcurrent channels 016

The motor housings are supplied prepared for the shift fork of the XL2, ie the “pull-in system”.

Motor housing PK SE large overcurrent channels 005

So if you want to install the housing in a Vespa with the conventional 2-train variant, then you need one Conversion set to two shift cables.
A big advantage of this solution is that the Circuit more precise thanks to the accurate, machine Small batch production. In addition, the high quality material selection them wear opposite.

 

SMALLFRAME ENGINE HOUSING LML SE
SE125 motor housing from LML India. The engine housings of the Indian LML Sensation 125 are 99% identical to those of the Vespa PK125 XL2. New Piaggio engine cases have not been available from Italy for years. The LML motor housings are therefore a very good and qualitative alternative.
As NOS goods occasionally rust film on the metal parts.

PK125 XL2 / PK125 ETS
The motor housing can be used as a 1: 1 replacement for PK125 XL2 and PK125 ETS.
An adapter for the cable attachment is included.

FEATURES

  • Housing type: PK125 XL2
  • Crankshaft type: PK 125XL2 / PK125 ETS (24 / 25mm cone)
  • Bearing seat alternator side: Ø: 38mm (PX needle bearing)
  • Shift cable type: 1 rigid cable like PK XL2
  • Inlet: Long rotary valve surface (42mm)
  • Intake manifold: 3-hole
  • Overcurrent design: larger than series

 

Matching Smallframe - crankshafts

Rotary valve

These crankshafts fit (rotary valve, from 125ccm):

Membran

These crankshafts are suitable for engines with diaphragm intake manifolds and also more stroke:

 

Bearing sets and seals

The right one Ball bearing set also includes the NBI bearing on the alternator side.

With the shaft sealing rings and the sealing sets, everything remains the same as with the Piaggio ETS variant.

 

Gear oil for Vespa

SAE30 - gear oil for Vespa engines
BGM PRO STREET gear oil SAE30 * - API GL3
Classic single-grade oil, as prescribed by Piaggio for all Vespa manual motors. Covers everyday load conditions perfectly and is ideal from series engines to high-end tuning engines.

  • Mildly alloyed, ideally suited for oil bath clutches
  • Well-adhering, pressure-resistant lubricating film
  • Excellent oxidation stability
  • Anti-wear

Vespa gear oil

TIP: Use assembly gloves

Work gloves - Mechanic gloves -BGM PRO-tection- fine knitted glove 100% nylon with polyurethane coating

Fine knitted glove BGM Protection

Assembly glove / work glove
A breathable back of the hand ensures extra comfort.
100% nylon fine knit for a perfect fit.
The PU coating ensures optimal grip and a high sense of touch.
At the same time, it protects the palms from dirt and oil.
Ideal for work that requires a high level of protection and good tactile sensitivity at the same time.

  • 100% black polyamide
  • black polyurethane coating
  • EN388, Cat. 4 abrasion resistance
  • EN388, Cat. 1 cut resistance
  • EN388, Cat. 3 tear strength
  • EN388, Cat. 1 puncture force
  • Fine knit, seamless
  • very good fit
  • insensitive to dirt
  • secure grip
  • good tactile sensitivity
  • washable
  • in pairs in a polybag

Vespa Smallframe with more power

Around SmallframeThe potential of engines has increased significantly in recent years and appears to be growing steadily.

Power and torque values ​​of clearly over 35PS / 30Nm are found more and more frequently. As a result, other components are of course also stressed significantly more.

Vespa Sallframe Power

Primary springs need to be stronger

An important and highly stressed link between the crankshaft and the transmission is that Clutch and the primary drive. ThatThe weakest link in this chain are the feathers the shock absorption.

Reinforced bgm PRO springs for Vespa Smallframe Primarily buy here

All of the torque is transferred to the rear wheel through them. They ensure uniform power transmission to the gearbox and dampen the uneven running of the crank mechanism between the dead centers. Heavy crankshafts, centrifugal masses that are becoming lighter and lighter and heavy load changes not only in racing, shorten the difficult life of the original springs.

New reinforced springs from bgm PRO

Suitable for the BGM PRO primary repair kits BGM0190, BGM0192, MMW Hartz4/ 5 and of course the original primary repair kits, we have added reinforced springs to our range for you.

BGM0190F 002

 

More power with the new bgm PRO springs

Compared to a Piaggio spring, the BGM spring offers more spring force and, thanks to the selection of the spring wire, more travel.

 

BGM0190F_Piaggio

Due to the greater possible travel and the increased spring rate, the gearbox and primary drive are protected from tooth breaking load peaks even under harsh operating conditions.

Since you cannot simply increase the dimensions significantly to increase the durability, due to the installation conditions, we have paid attention to good material and workmanship for the spring. Oteva is an extremely resistant spring steel that is used for high dynamic loads and is characterized, among other things, by its durability even under the influence of high temperatures with simultaneous high mechanical stress. To further increase the durability of the spring, the surface is shot-peened.

 

Spring BGM PRO BGM0190F for primary Vespa Samllframe

  • increased commute
  • increased spring force
  • original installation dimensions
  • Material selection and processing for increased durability
  • suitable in many primary drives

 

Reinforced bgm PRO springs for Vespa Smallframe Primarily buy here

 

Vespa light switch

Light switch conversion bgm AC conversion to electronic ignition - Vespa V50 Special

Suitable for ours Cable harness for retrofitting For a low-maintenance, electronic 12V ignition for Vespas, we can now offer you the right Vespa light switch that combines all the necessary functions:

Vespa light switch

 

Safer with brighter lights, indicators and high beam

With a Bilux headlights A full high beam function is therefore available to you. With that, the Advantages of the 12V conversion take full advantage even when driving at night.

  • Turn signals right and left
  • High and low beam for a bilux bulb or optionally headlights on / off when using a socket bulb
  • Horn (AC)
  • Engine off / kill switch
BUY LIGHT SWITCH HERE

Switch

Easy installation

The cable colors match our conversion wiring harness.

loom_2

  • YELLOW, to the rear light and the city driving light if the headlight used offers this connection option
  • GREEN, excitation voltage from the motor to the kill switch
  • ORANGE, from the flasher relay to the flasher switch
  • WHITE, from switch to horn (AC)
  • BROWN, to the headlights, low beam
  • RED, from the voltage regulator to the switch
  • VIOLET, to the headlights, high beams
  • BLACK, from switch to handlebar, vehicle ground

loom_1

  • ROSA, from the switch to the turn signal on the right
  • BLUE, from the switch to the turn signal on the left

 

Conversion of your Vespa V50 to 12V electronic ignition

What you need to convert your Vespa:

 

 

 

Vespa Smallframe Polini Evo 133

Vespa Smallframe with Polini cylinder over 20HP

 

Today our customer John was again with his Vespa Smallframe on our Scooter Center Test bench.

Where can I find a few more horsepower in my Vespa engine? John

More power for the Vespa

During his last visit, he asked us what changes he could still make to his engine in order to find a little more power.

After we had briefly discussed what its current setup looks like, we were actually able to give some pointers through which more top performance can be obtained.

 

Motor setup

Basically, the engine is equipped with a Polini Evo cylinder, a 54 bgm crankshaft. The 30th Mikuni TMX carburetor is attached to an MRP suction device. The very best prerequisites to become a clear Ü20 unit.

With an additional processing of the outlet and the conversion of the Polini membrane to 2 flaps, the following result comes out:

 

Polini Evo 133 Vespa Smallframe on the test stand Polini Evo 133, L&S Franz, Polini Membrane, MRP

With Kytronic even better

Due to the larger outlet area, the exhaust can work much better. The small loss at 6500rpm is unfortunately due to the missing Kytronic. In the current state (red curve), a standard PK ignition system provides a ZZP of 18 ° before TDC. their service. With the Kytronic it is certainly possible to shift the red curve back to the left at 200 rpm, in the direction of the performance that starts earlier.

But all in all a nice number - have fun with it on the street!

 

(AS)

 

Vespa cylinder MALOSSI 136 cc MK 2

Vespa cylinder MALOSSI 136 cc MK 2 now available

Malossi has the channel design of the 136cc cylinder for the Vespa Smallframemodels (PV125, ET3, PK80-125) significantly revised and modernized. So the new cylinder bears Vespa cylinder MALOSSI 136 cc MK 2 entitled “MK 2”
The direct inlet is now significantly larger, the support channel (boost port) is divided into two parts and supplied directly via the inlet channel (the predecessor here only had three pockets milled into the track).

Vespa cylinder MALOSSI 136 cc MK 2

Direct suction or membrane

That’s what stayed universal usability as either a direct suction device (via an optionally available suction nozzle with internal membrane) or, quite conventionally, via the standard rotary valve inlet control. If the cylinder is to be controlled via the direct inlet, the supplied sealing plate is used to close the rotary valve. The reed valve manifold is also newly developed and bigger, ie the old 136cc cylinders don't fit here anymore.

The direct inlet offers the possibility to achieve a high basic performance without having to rework the motor housing. The patented CVF2 system with permeable piston skirt enables good filling even in the upper speed range without the overcurrent areas in the motor necessarily having to be adjusted.

CONCLUSION:

The Vespa cylinder MALOSSI 136 cc MK 2 is a high quality and powerful Vespa Smallframe Cylinder in the gray cast iron class, which already offers very good performance out of the box. Can be ideally combined with PM40, VSP or "Franz" exhaust systems.

Vespa cylinder MALOSSI 136 cc MK 2

Vespa cylinder MALOSSI 136 cc MK 2 suitable for Vespa

  • 50 L (V5A1T)
  • 50 N (V5A1T)
  • 50 (V5A1T - 1963)
  • 50 S (V5A1T - 1964)
  • 50 Special (V5A2T)
  • 50 Special Elestart (V5A3T)
  • 50 Special (V5B1T)
  • 50 Special Elestart (V5B2T)
  • 50 Special (V5B3T)
  • 50 Special Elestart (V5B4T)
  • 50PK XL2 (V5N1T)
  • 50 PK XL2 HP (V5N2T)
  • 50 PK SS (V5S1T)
  • 50PK XLS (V5S2T)
  • 50 Sprinter (V5SS2T - 1975)
  • 50 SR (V5SS2T - 1975-)
  • 50 PK (V5X1T)
  • 50 PK S (V5X2T)
  • 50 PK S Luxury (V5X2T)
  • 50 PK XL (V5X3T)
  • 50 PK XL Rush (V5X4T)
  • 50 PK N (V5X5T)
  • 50PK XL2 (V5X3T)
  • 80 PK S (V8X5T)
  • 90 (V9A1T)
  • 90 Super Sprint (V9SS1T)
  • 125 Nuova (VMA1T)
  • 125 Primavera (VMA2T)
  • 125 ET3 (VMB1T)
  • 125 PK ETS (VMS1T)
  • 125 PKs (VMX1T)
  • 125 PKS S (VMX5T)

Vespa cylinder MALOSSI 136 cc MK 2 Vespa cylinder MALOSSI 136 cc MK 2

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