Carburetors

Dell'Orto SH1/20: Fitted to Lambretta Series III bikes including: Li125 Special, TV175, TV200, SX150, SX200, & GP125. For more info see the Li125 Special carb re-build page.



Dell'Orto SI24/24E: Fitted to 200cc Vespa from the 70s onwards 125 - 200cc including: Rally 200(VSE1T), P200E, & PX200E. Autolube was added to this carb as standard in the US and as an option in Europe.

Dell'Orto SI20/17: Fitted to 150cc Vespas in the 60s including VBA1T and early VBB1T. The choke was not part of the carb, but worked by closing a small air flap in the intake of the carb box.




Dell'Orto TA18C: Fitted to 125cc Vespas in the 50s such as the VM1T, VM2T, VN1T, VN2T.



Dell'Orto SI20/15C: Fitted to 125cc Vespas in the 60s

Article : scooterhelp.com

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VESPA P200e

S p e c s: VSX1T

1977 - 1982
engine: single cylinder, air cooled 2-stroke
induction: disc valve
bore: 66.5 mm
stroke: 57 mm
cubic capacity: 198 cc
compression ratio: 9.8: 1
bhp at rpm: 12 @ 5700
lubrication: 2%(USA autolube)
transmission: 4 speed constant mesh
primary drive: 23/65
1st gear: 13.42: 1 (12/57)
2nd gear: 9.13: 1 (13/42)
3rd gear: 6.32: 1 (17/38)
4th gear: 4.71: 1 (21/35)
clutch: wet - multiplate
carburetor: Dell'Orto SI 24/24 E
(1981 & 1982 sometimes have a SI 20/20 D in a last ditch attempt to meet CA emissions- jet sizes below are for the 24mm carb)
venturi size: 24 mm
main jet: 116/100
slow running jet: 160/100
throttle valve: 8492.4
mixer tube: BE 3
atomiser: 300/100
starter jet: 60/100



ignition: electronic
ignition timing: 23 deg. BTDC
spark plug: NGK - B6ES
spark plug gap: 0.6 mm
voltage: 12 volt





wheels: 10"
wheel hubs: cast w/cooling fins
tires: 3.50 x10
tire pressure (front): 18 psi
tire pressure (rear solo): 26 psi
tire pressure (rear w/passenger): 36 psi
max speed: 65 mph
total dry weight: 238 lbs

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CRANKS

Vespa P200E, PX200E, Rally 200
Stroke: 57mm
Con Rod: 110mm
Vespa PX125, PX150, 150 Super

Stroke: 57mm
Con Rod: 105mm



AF Rayspeed Crank for Lambretta GP200
Stroke: 58mm
Con Rod: 107mm or 116mm
Guaranteed to 12,000 RPM can be used on LI series engines for an Imola Kit or GP 200 series engines for a TS1 kit.

Small Frame Crank - Click for more info
Stroke: 43mm (50cc) & 51mm (others)
Con Rod: 87mm (50cc) & 97mm (others)
This one shown has the separated bearing type on the crank. Older models have a full bearing both sides.



Vespa VBC (150 Super) Crank
Stroke: 57mm
Con Rod: 105mm
Small taper flywheel fits most 60s flywheels but not P series. Click for more detail.

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Seat Locks

Keys are one thing I always find are missing on bikes that have been stored or neglected for a while. This section deals with how to replace a P series seat lock. As far as I know the Vespa P series is the only large frame Vespa that came with a seat lock. Hopefully it will be in the unlocked position on your bike, but if not you will have to drill down the center of the lock with a drill to break the lock.

You'll need the following parts/tools:

A new seat lock
A 7mm socket and driver or a 7mm wrench



There are simply three 7mm bolts holding the lock body into the seat frame. Loosen these with a driver or wrench and the entire lock body will come out of the seat frame. These should all have lock washers on to keep them from loosening with the vibrations of the bike.

Pull the old lock out and refit the new lock in its place. You can use the same 7mm bolts you removed. Once the lock is in place, make sure it works with the seat lock post coming off the top of the gas tank. Try closing it a few times to make sure it is correctly orientated with the seta post. If things are out of line you can loosen the three front seat hinge bolts and slide the seat around for final alignment.

Article : scooterhelp.com

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Vespa P-Series Steering Locks

One thing that always seem to get lost on scooters that have been sitting for a while are the keys. This section shows how to replace the steering lock on a most 70's-80's Vespa large frame bikes and will soon show how to drop the forks to replace the lock on 60's large frame type scooters, and take apart a Lambretta headset to replace the steering lock. The large frame instructions should also be similar to replacing a small frame lock.

To replace a large frame steering lock you'll need:

An electric drill
1/4 or 3/8" bit (must be sharp)
1/8" drill bit
A flathead screwdriver
Finish hammer and a small punch
New lock and cap rivets (available at scooter shops see differences below).
Pliers
Be sure that you get a new lock that is the same as the one you are removing. There are two types of steering locks that look almost identical except for the flange on the top. All P series bikes use the 4mm lock shown on the right down below (after I drilled out the pins). On the left is a 6mm lock that I believe is used in Rallies and other large frame pre-p-series bikes. Be sure you get the right lock for your bike.



The first thing to do is chuck up the 3/8" bit and drill directly into the brass body of the existing lock. Take it slowly and only drill about 3/4" into the lock. What you are trying to do is destroy the small wafers that make the lock work so that it will turn with a flathead screwdriver



The next step is to drill out the small rivets that hold the metal cap to the frame. Use the 1/8" drill bit and try to remove only the head of the rivet. Using a center punch is very useful to keep the drill bit in place when you start. Once these are removed the cap should come off. Once the wafers are destroyed you should be able to turn the lock about a 1/4 turn anti-clockwise.



Now the old lock can be removed from the bike. Once it is turned the entire lock and a small spring can be pulled from the scooter body. The rivet ends will be sticking out of the body and can be removed with pliers.



Clean the inside of the body area for the new lock. A blast of WD40 always works well. Make sure the little holes for the new rivets are clean



New locks can be bought at any scooter shop. I got mine at First Kick and it also came with a replacement spring that should be fitted as shown. Insert the new key into the lock and then the lock into the scooter body. Test the new lock to be sure it is functioning. When it is in the body in the unlocked position the brass body should stick out of the frame by about 1/4". To lock it, turn the headset all the way to the left, turn the key a quarter turn anti-clockwise, and push the entire lock body into the frame. It may not go immediately so as you are pushing the lock body, slowly turn the headset to the right and the lock will drop into a slot in the forks. Once the lock moves in, turn the key clockwise a quarter turn and the lock should remain in place when the key is removed. If all is well you can move on to refitting the metal cap and rivets. The rivets are threaded and just need to be hammered into place. Fit the cap and both rivets as shown below, and using a finish hammer (not a framing hammer with a waffled head) tap them until they are close to being flush with the cap.



At this point you'll need a small punch to hammer them past the face of the cap until everything is tight. If all goes well you are done and ready to go.

Article : Scooterhelp.com

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Corsa Retro Helmet Italian Series

As seen in the Larry Crowne movie.

Sport the Italian flag on your head, whether you're Italian or have an Italian bike, these Corsa vintage helmets will do the trick. You really need to check out these retro racing helmets, they can even make your new 50cc scooter look classic.




These are inspired by the really unsafe, over-priced UK helmets, but they are DOT approved with actual padding to keep you safe. YES THESE ARE D.O.T. APPROVED. Don't JUST ride your ride.... Style it!

THESE RUN A LITTLE ON THE SMALL SIZE, SO ORDER YOUR NEXT SIZE UP FROM YOUR NORMAL HELMET SIZE.

webstore : scooterwest.com

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150cc scooter Performance GY6

Performance parts and accessories for 150cc and 125cc GY6 engines and engine based scooters and vehicles.
New performance parts such as big bore kits, CDIs, custom chrome parts, carburetors, roller weights, variators, kevlar belts and much more. *Note: The stock horsepower for the GY6 engine is 7.27 under load.

webstore : partsforscooters.com

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HIGH PERFORMANCE 2 STROKE HEAD KITS

Head kits for 2-stroke 43, 47 and 49cc pocket bikes, scooters, mini choppers, small dirt bikes and atvs will give engines big power gains for higher performance. It is best to install a head kit when you have other performance parts. You need an after market intake and exhaust to handle the extra power

webstore : Partsforscooters.com

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Rad Hover Scooter Design Leaves Scooter Haters in the Dust

Have you always wanted to drive a scooter, but you just couldn’t stand the thought of people laughing at your low-powered little vehicle chugging along at a pace barely faster than walking speed? Artist Norio Fujikawa’s depiction of a hover scooter might be just what you need to quiet the doubter in you and get you onto a fuel-efficient scooter.



Of course, the hover scooter isn’t a reality just yet, but it’s fun to think about the possibilities. If a MAG-LEV infrastructure were present, it would be pretty easy for hover vehicles to become commonplace. But on an individual level, repulsion lifts might someday be used to give us the hover cars we so sorely desire. And this particular JetScooter is so pretty that we’d be first in line to take one home

Articles : gajitz.com

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Electric-Powered Scooter Concept from MINI

MINI has unveiled retro-futuristic conceptual model of electric-powered scooter called MINI E Scooter Concept. This concept shares traditional MINI design: these are typical large speedometers and oval mirrors, square rear lights and chrome inserts. There will be possibility to store power on lithium-ion batteries, use electric motors built into the rear wheels, and accept charge via retractable leads in the back. If this concept will get positive feedback from public and experts at the 2010 Paris Motor Show the mass production of MINI Scooter will not take long.

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SCOOTER RACING in UK 1970's

1973

If you were racing during the 70's and 80's you will undoubtedly remember Allan Hillman probably as much for his association with LASCA (London Area Scooter Club Association) as for his activities on the track. Here he is firstly at Cadwell Park, full circuit, in September 1973 on his Vespa 90SS and on the day wining Group 1, (standards up to 104cc); just behind is Chris Dalton.



Second image is again Allan, this time at Lydden Hill circuit in Kent. Allan's machine was in fact tuned by Trevor Sharp who seems to have done quite a good job as Allan finished 2nd in Group 1 and 6th in the overall British Championship this year.

1974


Here is a solitary shot of a group 4 race at Llandow in south Wales, a rather bumpy circuit if I remember correctly. I believe in front is Tom Pead followed by No 90 Ray Kemp then its Nigel Burges, Bill Metcalf and 42 Bob Melling. If anyone knows who the others are please get in touch on the feedback page.

1975

At Lydden Hill again, April 1975, looking back down the start and finish straight towards the pack that have just set off. This is Group 4 (Standards up to 209cc) already pulling out a lead is Dick Wilfang, although this was not to be his day finishing 3rd in race one and a non finisher in race 2.



In 2nd place is Bob West bike No 64, also in view is Mick Hayman, Mick Jones, Geoff Stephens and Steve Ives. Both races were won by Chris Simpson with Mick Hayman taking two 2nd places.

Moving on to Cadwell Park in August of that year here are two shots of Alan Crickmore with passenger Pete Hinsley of Hampshire Union. First shot is them coming through the Gooseneck with Pete showing good style in the chair, the second is a group at the hairpin. Alan and Pete finished 4th and 3rd, so achieving 3rd overall and also managing the fastest lap of the day.

Also just in view is combo No 3, ridden by Jenny Stevens with Allan Hillman in the chair.



Still at Cadwell Park and in fact still at the Gooseneck here's a shot of the Group 5 contenders (Specials up to 158cc) , 143 Steve Warner, 72 George Kentell, 61 Steve Clarke and 362 Bob Dalley of Hampshire Union.



Final shot for 1975 from Cadwell Park we're back to the hairpin to checkout the Standards up to 158cc, group 3. In this shot, 157 Chris Charnley, 4 Steve Ives, 10 Dave Webster, 134 Ray Smith, 66 Pete Sherwen and you can just see Steve Collett No 34, then with Ecurie Stanmore but later to join Hampshire Union.



Articles : Lambrettaracing.com

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SCOOTER RACING in the UK

A Brief History

Scooter racing has evolved from very innocent Reliability Trials held by the Lambretta and Vespa Clubs back in the early 60’s. The obvious desire was to race but at the time racing was still a step or two away. Sponsors such a BP with their Zoom, wanted to impress the public with some facts that stood their products in good stead….remember Shell's Platformate? The swell of opinion within the scooter club movement at the time was in favour of out and out racing instead of the monotonous reliability trials, which although lots of fun, had served their purpose.

Racing for scooters was deadly serious and in the early 70’s it arrived. We had many classes and as such catered for the current scooters and capacities at that time. Over the following years scooter racing evolved into a serious sport and produced many fine young sportsmen and ladies. Ann Weir, Bev Flannagan, and June Stirrup from Manchester were top of the crop for the gals, whilst Ron Moss, Doug May, Colin Hart, Trev Sharp, Pete Chapman were the leading lights in the boyz zone. However one leading rider is missing from the above names, simply because he was the best all rounder on his Lambretta, the legendary Nev Frost.



After that the sport developed and many fine riders came to the sport. Geoff Stephens, Malc Anderson, Peter Merchant, Dave Webster, Terry and Ian Frankland, and yours truly. (Apologies to the many I have omitted). In the 60’s the Federation of British Scooter Clubs (FBSC) were in control of the scooter sport scene and along with their committees of experienced riders they shaped the rules and regulations that would stand for some considerable time. In the 90’s the National Scooter Sport Association (NSSA) evolved to take the sport further forward and in time the two organisations came together to form the now present British Scooter Sport Organisation (BSSO). During this period the ACU were in control of two wheeled motorised sports.

Written By Norrie Kerr - President BSSO

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Piaggio HyS

European manufacturer Piaggio has a gas/electric hybrid of its own in the HyS scooter. Unlike those prototype vehicles at the Tokyo Show, however, the Piaggio HyS is reported to be slated for 2008 production.

The HyS gas/electric system will be fitted to three scooter designs, the Vespa LX, Piaggio X8 and the innovative three-wheeled MP3. Piaggio released information on the HyS this summer 2007 , but we're guessing the hybrid design and future production plans will take center stage for the manufacturer at the upcoming Milan Bike Show this November 5-11.

Piaggio describes the HyS as a "parallel" hybrid, incorporating the advantages of an internal combustion engine and electric motor. The gas-powered engine operates like the regular four-stroke powerplant in a conventional scooter, with the electric motor acting as a supplemental power source.


Piaggio explains the advantage of electric powerplants when it states "although they are not particularly fast on the open road, they develop maximum torque from standstill without any lag and without clutch and gears." As such the HyS taps into its electric power when quick acceleration is needed, including from a dead stop and low-speed urban traffic situations - making it a perfect application for scooters. Piaggio claims the surge of electric power supplies "about 85% extra performance" when coupled with the gas engine.

The electric portion of the HyS equation charges while cruising at speed under regular gas-engine power. The batteries also gather power during braking and deceleration - power which is lost on conventional gas engines. Electronics and a drive-by-wire system control the engine/motor dynamic, making for optimal efficiency. This is evident in the HyS's incredible fuel economy, which Piaggio claims is 60 kilos per liter - translating in our non-metricized American craniums as 141 mpg.

Kind of makes a Prius look like a Hummer with a leaky gas tank!

Riders control just how hybrid the HyS system runs, with a switch that shuffles between three hybrid modes and an all-electric option. The three options control the gas/electric power ratio, while the HyS can operate in all-electric mode for up to 12 miles (20 km). Not the greatest range, but sufficient for short commutes. The electric batteries are rechargeable from a 220V outlet, with Piaggio claiming a three-hour charge time. So, in theory, if you live next to a Three Mile Island reactor you could tell everyone you're rolling into the office on a nuclear-powered scooter.



From the exterior, the HyS designs look almost identical to their non-hybrid siblings. The electric motor is attached to the rear wheel hub on the swingarm. The extra battery presence is stowed away in under-seat storage. While the loss of storage nullifies one of the advantages of a scooter, Piaggio promises the MP3 and X8 still have enough stowaway room for a helmet (although it doesn't specify full-face helmet). The smaller 50cc Vespa LX will come with a top case for helmet storage.



The new scooters may not be for everyone, but this is not about quarter-mile times or horsepower numbers on a dyno. The HyS is about motorcycles and scooters as practical, green transportation options. Touting the environmental benefits of scooter travel, Piaggio's subsidiary brand, Vespa, claims that "if Americans were to utilize one of the latest eco-friendly Vespa motor scooters for just 10% of everyday travel, we could reduce national fuel consumption by 14 million gallons of gas a day, and decrease carbon dioxide emissions by 324 million lbs a day."



Just imagine if short-range urban commuters embraced the 140-mpg power of hybrid scooters. The impact would be sizable to say the least.

Stay tuned for more information on the HyS and other new two-wheeled designs when the Milan Bike Show begins November 5th.

Article : motorcycle-usa

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Restoration of your prized Lambretta or Vespa

Scooters Originali are known within the USA and around the world for our top quality, concourse restorations. We can restore your scooter to "like new", just as it was when it rolled off the factory line, or with custom paint and artwork and a performance engine.
Prices range from $4,500 to $7,500 depending on the model of the Vespa or Lambretta, and the condition it is in. For instance, a Vespa Smallframe would probably be in the $4,500 range whilst a Vespa GS160 or a Lambretta SX200 with panels missing, a frozen engine, and in general overall sorry shape would hit the $7,500 mark. A Vespa GS160 or a Lambretta SX200 is worth that kind of money and time. A 1964 Allstate is probably not. (unless the scooter holds real sentimental value for you). Any custom paintwork, or performance engine work will push the cost higher.

General Estimate of the various stages

1. Strip Down:
Your scooter is stripped down to its component pieces: bodywork, engine, forks, and other parts. This is a pure Labor charge. On average, it takes 8 hours to do all this. On older, rusted or bodged scooters, this time can double, or even triple. Labor Rate: $65/hour Job: $520.00 plus.

2. Media Blasting:
We have your scooter body work media blasted down to bare metal, so that the painters have the best possible surface to start bodywork and paint on. Subcontracted Labor: $250.00 - $350.00

3. Bodywork and Paint:
Bodywork and preparation is the key to the best looking paint. A Vespa or Lambretta that requires a lot of welding and corrective bodywork will cost more than a scooter with very straight bodywork. Two tone paint costs more than a single color. Custom artwork will add more cost. We can discuss your bodywork and paint reqirements with you, and suggest a plan that meets both your wants and budget. Subcontracted Labor: Starting at $2,000

4. Engine Rebuild:
While your scooter is being painted, we are rebuilding your engine. All parts are media blasted, all adjusters and external hardware replaced or zinc coated. You get a perfect running engine, which also looks brand new to go along with your brand new looking scooter. $680 + parts.



5. Powder Coating:
For Vespa restorations we have forks, stands, stand brackets, wheel rims, hubs, swing arms and more powder coated back to the original silver/aluminum color. This stage is usually not required for Lambretta restorations, as these parts are painted rather than powdercoated. Subcontracted Labor: $200 on average.

6. Polishing/Chroming:
While the painters and powder coaters are busy, we send out your metal bits to be polished and/or chromed. Polishing is the cheaper, more original way to go (especially for aluminum items) but we can chrome anything you want as well (hubs, wheel rims, etc). Items like panel levers, switch housings, hand levers, choke knobs, fuel rods and fender crests are polished to a nice shine. Subcontracted Labor: Vespa restorations $100 plus. Lambretta restorations $200 plus.

7. Parts Replacement:
This is arguably the hardest section to average out a price for. This is the replacement of all wearable parts of your scooter, which is the key to making the scooter look new. Everything that is worn or old is replaced. This includes but is not

8. limited to:
cables, wiring loom, rubber grommets, tires, inner tubes, brakes, switches, switch covers, seat covers, seat frames, tail lights, headlights, speedometer face and lens, floor channels, endcaps, locks and so on. This is the section where a huge price variable is to be expected, as every scooter is treated differently and each requires a unique list of replacement parts. Price: $800 to $1,500 plus depending on model.

9. Final Assembly:
Once the painted frame and body parts are back, the engine is built, and the powder coating and polishing are back in the shop, we can start the reassembly of your scooter. This is very labor intensive. It includes running new cables and a wiring loom, rebuilding the forks, installing the engine, installing new floor channel kit, installing forks, and so on. This is also the most important aspect of the restoration to ensure that your Vespa or Lambretta will run perfectly as well as look beautiful. Labor Rate $65/hour Hours: 30 plus hours Job: $1,950 plus.

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Good news for Lambretta restorations

Scooter Restorations are the official UK Lambretta scooter spares importer for Scooters India Ltd. We carry a huge range of genuine and remade spare parts for all Lambretta models manufactured from around the world for Italian Innocenti, Scooters India Ltd (SIL) Automobile Products of India (API) and Spanish Serveta Scooters.

Large stock of genuine Lambretta spare parts

We specialise in all Lambretta models manufactured from 1958 up until the last ever GP200 produced by Scooters India in 1997. For models ranging from LI125 & LI150 Series 1, 2, 3, TV175 Series 2 & 3, LI125 & LI150 Special, TV200, SX150, SX200, GP125 (125dl), GP150 (150dl), GP200 (200dl), J-Range models, Cento 100, J125, Starstream 125, Vega 75, LD125, LD150 MK2 & MK3, Innocenti 3-W models. So if you need spare parts to completely restore your Lambretta scooter or to re-build your 125, 150, 175, 200cc engine, Scooter Restorations will have it in stock.

Beware of counterfeit spare parts being imported into the UK in SIL packaging

Scooter Restorations are the official UK Lambretta scooter spares importer that buy genuine spare parts direct from Scooters India Ltd. All spare parts from Scooters India are manufactured from the original Innocenti tooling and drawings. Buying direct from Scooter Restorations guarentees that you receive only genuine Scooters India Lambretta spare parts.

Lambretta Mail Order Specialist

All spare parts are carefully packed to the highest standard to ensure you receive your spare parts free from any damage that may occur during transit.
We always aim to dispatch your spare parts within 24 hours of you placing your order.

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LX 150 i.e.

MODERN DESIGN WITH THE ENGINE TO MATCH.


Getting Around Town Never Looked This Good! The powerful 150cc engine allows you to take life at the speed you want. The LX 150 i.e. lets you do an impressive highway-like 59 mph to get you where you want to go, fast. Zip through traffic with a low center of gravity and a larger front wheel (11” front-10” back), which provides more control and agility.

Max. Speed: 59 mph
Gas Mileage: 70-75 mpg

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LX 50 4V

A MODERN LOOK TO GET YOU AROUND TOWN.


From the same pedigree as the first Vespa prototype built by Piaggio in 1946, the Vespa LX 50 is more than 60 years in the making. Witness the evolution of style, comfort, and performance with the core values of Vespa that never change: eco-friendly engineering, passion, individualism and integrity.

Max. Speed: 39 mph
Gas Mileage: 85-90 mpg

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SCOOT Exhaust

LeoVince provides a wide range of Scoot bolt-on and slip-on systems for many popular scooter models. From the inexpensive TT,to the hard-core ZX and HM70, to the all-around 4Road and Touring series, Scoot has a system for every need.

TOURING Quiet performance for long distance and commuting.

ZX Top systems for two-stroke performance available in either 5 stage chrome or clear coat.

TT Value-priced scooter performance.

4-ROAD Four-stroke performance for today's larger scooters.

HM70 High-performance for modified 70cc scooters.

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