for 4-plate clutches

Transcription

2
All articles are not for road use unless stated otherwise. For show only!
Contents
Call - +49 (0) 22 38 307 430
A
Accessories
Adhesive
Air Filter
Air Filter Spray
Air Mixture Screw
Ancillotti Seat
Ancillotti Cut Back Seat
Assembly Adhesive
Auxiliary Dampers
F
110
153
70
155
73
109
109
153
93
B
Badges
Bearing Grease
Bearing Renewal
Bearings
Bellmouth
bgm Pro Crankshafts
bgm Pro R12 Rear Shocker
bgm PWK Carbs
Body Parts
Books
Boost Bottle
Brake Bleeding
Brake Calliper
Brake Cleaner
Brake Discs
Brake Fluid
Brake Hose
Brake Pads Hydraulic Disc
Bulbs
114
153
46
146
70
44
92
61, 63
112
150
71
99
97
154
96
152
97
96
146
C
Cable Choke
Cable Kits
Carb Rubber
Carb Setup
Carbs Piston Inducted
Carbs Reed Inducted
CDI Unit
Chain
Chain Tensioner
Chassis
Choke Conversion
Choke Levers
Chrome Polish
Classic Scooter Mag
Cleaner
Cleaning & Care
Clubman
Clutch
Clutch Plates
Clutch Springs
Condensator
Connection Rubber
Contact
Continental Tyres
Conversion 175 cc
Conversion Kit 225 cc
Conversion Kit Engine
Conversion Rubber
Copper Grease
Crankshafts
Curly Exhaust
Cutback
Cylinder
Cylinder Heads
67
146
65
72
60
62
51
78
79
92
67, 68, 69
67
155
151
154
154
88
81
81
81
56
65
56
103
28
27
27
65
153
40
85, 86
109
28
38
D
Dellorto Jets
Disc Brake Hydraulic
Disc Brake Standard
Drop Bars
66 f
96
134
111
E
Electronic Ignition
Electronic Ignition Setup
Engine Conversion
Engine 200 cc
Engine Studs
Epoxy Metall
Eurol 2-stroke Oil
Exhaust
Exhaust Spares
51
55
27
26
147
153
152
84
89
Q
Final Ratio
Floorboard Runners
Floorboards Series 3
Flywheel
Footboard Extensions
Footboard Runners
Footboards Series 3
Fork Covers
Fork Springs
Fuel Filter
Fuel Hose
Fuel Hose Quick Connectors 70
Fuel Tanks
Fuel Taps
80
146
113
51
110
146
113
110
94
70
70
111
65
G
Gasket Kits
Gaskets
Gear Box
Gear Ratios
General Terms of Trade
Granturismo Kit
GT Kit
146
146
78
80
156
31
31
H
Heads
38
Heidenau Tyres
102
Horn Covers
111, 112
How to Setup the Point Ignition
57
I
Ignition
Ignition Coils
Ignition Timing
Imola
Inlet Manifolds
Introduction
50
51
53
30
65, 60
3
J
Jets Dellorto
Jets Mikuni
Jets PWK
JL Curly
JL KRP 1
JL KRP 2
JL Race
JL Road
66
69
68
85, 86
85
85
86
85
L
Levers Side Panels
Loctite
Lubrications
Luggage Hook
114
153
153
110
M
Mags
Main Bearings
Manuals
MB Devtour
Michelin Tyres
Mikuni Jets
Model Overview
Motul 2-stroke Oil
Mounting Kit Ignition
Mounting Kits
Mudguards
Mugello 186 cc
Mugello 200/225 cc
151
146
150
85
104
69
4-23
152
54
54
111, 112
29
33
O
Oil
Oil Measure Mugs
Oil Seals
152
152
146
P
P&P
Paint
Panels
PM 25 & 28
Point Ignition
Port Timings
Powerjet
Pressure Plate Chain Tensioner
PTFE Spray
Puncture Repair Spray
157
155
112
84
56
41
69
79
155
154
Quick Action Throttle Grips
Quick Slip
71
79
R
Racing Exhausts
Racks
Ramair
Rapido 225 cc
Rapido 250 cc
Reed Valve Plates
Reed Valves
Regulators
Renewal of Main Bearings
Repair Instructions
Rev Counters
Rims
Rubber Parts
84
110
70
34
35
39
39
54
46
150
82
101
147
S
Saddle
Sava Tyres
Schwalbe Tyres
Scootering Mag
Scorpion Exhaust
Scripts
Sealant
Seat Covers
Seat Frames
Seat Straps
Seats
Service
Setting Up the Ignition
Shock Absorbers
Shockers
Side Panels
Silent Block Renewal
Silent Blocks
Spare Part Catalogues
Spare Part Diagramms
Spare Parts Dellorto
Spare Parts Mikuni
Spare Parts PWK
Spare Wheel Cover
Spare Wheel Holder
Spare Wheels
Spark Caps
Spark Plugs
Spiegler Brake Hose
Sport Exhausts
Sport Seats
Sprocket
Square Back
Stage 4
Stainless Steel
Stator Plate
Sticky Manual
108
105
104
151
84
114
153
108
108
108
108
158
55, 57
92
92
112
95
94
150
120
66
69
68
110
110
110
56
56
97
87
109
78
109
32
111
51
150
T
Taffspeed MK 4
Temperature Gauge
Throttle Grips
Tool Boxes
Tools
Torino Seat
Transmission Oil
Trouble Finding Ignition
TS1
Tubeless Rims
Tubes
Tuning
Tuning Manual
Twinair
Tyres
84
82
71
111
148
109
154
58
36
101
101
26
151
70
100
W
Wheel Rims
Wiring Diagram
Wiring Loom
Workshop Manual
101
54
54
150
X
XXL Tanks
111
All items are not for road use unless stated otherwise. For show only!
Surf to - www.Scooter-Center.com
Introduction
Greetings!
This is the SCOOTER CENTER Cologne Lambretta catalogue. As a short introduction to all of you who do not know SCOOTER CENTER we
will give you a short summary about how we started and who we are. Because we are lazy buggers - at least sometimes - we used an article
from LCGB JetSet clubmagazine for that:
“Scooter Center Cologne was founded in 1992 by well-known scooterists Oliver Kluger and Ulf Schröder. At that time, the German scooter
scene was at a height and demand for quality scooter parts was growing at a fast pace. Shops like SCOOTER CENTER, Nordspeed and PSP
filled the growing demand and satisfied the scootering community.
Italian-made Lambretta Scooters, English-made tuning exhausts and other top quality gear were fairly uncommon in Germany at that time.
While the Series 2 models were rare, the Series 3 models were nearly as exotic as the twin cylinder Lambretta in Italy. Only a handful of Series
3 Scooters were (more or less) officially exported from Italy. These were fitted with some very unique accessories. Today, these machines are
highly sought-after, but sadly there are no distinctive features to identify them.
But back to the story line: The Scooter Center initiated a tiny boom through introducing the 'world's finest scooter to the German market. In
addition, the German magazine "Motoretta" featured articles on a monthly basis, displaying new custom-made Lambrettas. From these
successes, the German Lambretta Club was re-established and for a lot of people things were really starting back then. Thanks to the
Lambrettas imported from sunny Italy.
With growing demand the inventory went beyond the scope of the old premises of the Scooter Center. At this time there were already more than
10,000 parts and around 30 used scooters stocked on roughly 1,800 square feet. As a result, Scooter Center moved to its current location
which provided more modern and bigger facilities. On approx. 9,700 square feet, one can find everything for Lambrettas, Vespas and automatic
Scooters.
For over a decade, Scooter Center has been the one-stop scooter shop for the Lambretta Li Series. The inventory ranges from alloy straps to
fix the cables to the frame to complete side cars or engines. Customers can find nearly every wear and tear part as well as accessories or
tuning parts for the Li series.
Scooter Center's staff has always been its big asset.When it comes to scootering, employees are more than happy to share their unmatched
experiences with our customers. Employee's backgrounds range from mechanics, engineers to people from completely different fields.The
common denominator for all of them is their extensive experience in getting scooters on the road and their passion for the life style associated
with scootering; especially Lambrettas. Employees are happy to share their experience with and offer advice and suggestions to Scooter
Center's customer base which hails from all over the world. This is especially useful when it comes to technical advice or to selecting spare
parts.
Their experiences stem from all fields of scootering, be it the race circuits such as the world-famous Nuerburgring, hard rally going around
Europe, or custom-designed restorations. When it comes to restorations, the models A to F are becoming more important to the really hard-core
Lambretta enthusiasts. Because it's a matter that is close to one's heart, Scooter Center expanded the stock and now not only holds the said AF spare parts (sometimes still on pre order) but also for the less sought-after smallframe Lambrettas.
So we hope you enjoy the catalogue!
Your Scooter Center Team
3
4
All articels are not for road use unless stated otherwise. For show only!
Model History
Call - +49 (0) 22 38 307 430
Model m (A)
Lambretta 125m 1.Version
The Lambretta 125m (A), the first scooter produced by Innocenti, was manufactured
in Milan from October 1947. Until October 1948, 9669 scooters were produced in
total. Overall, the 125m was a cheap and, for its time, rather quick scooter, giving a
65 kph top-speed at good consumption figures.
The construction is radical in its simplicity, consisting of two main parts: the front is
made from rectangular pressed steel tube, to which the headstock and forks are
attached. The rear of the scooter is made from two chrome tubes, holding the tank
and ending up in the large toolbox at the rear.
The engine is an air-cooled item with 123 cc capacity and propeller-shaft drive to
the rear wheel. The gears of the 3-speed gearbox are selected by foot via a rod
linkage, which is one of the specialities of the A model. Suspension is via two simple
springs at the front, whereas the rear is completely unsprung apart from the air in
the 7 inch tires that is. The clean looks of the 125A are a result of the fact that any
cables were routed through the handlebars and frame. At the same time, this is a
severe problem if any of the cables have to be changed. Another interesting feature
of the model A is the oil mixing can incorporated in the fuel tank cap. Rather strange
from today's view is the construction of the brakes: while the brake shoes are made
from steel only, the pads are fitted as liners into the brake drums.
Innocenti continuously further developed their scooter, so that there are three
different versions of the 125 A. Also, there was an abundance of different colours
available, which had been produced for military use. Altogether, the model A was
offered in six different colour options.
Model Capacity
125m 125 cc
Production periodQuantity
10/47 - 10/48
9.669
Prod. Code
-
1st frame no
5001
125m (A) (1st version up to frame no. 6900): rectangular, light-brown front seat,
rear seat only offered as an accessory and usually coloured black. A lock is fitted to
the toolbox which also works as an ignition lock. Wheel rims are chromed as
standard and fitted to the brake drums by three chromed nuts. The horn is actuated
mechanically by foot. The brake pedal is at the rear righthand-side of the
floorboards. The centre stand has no spring attached and has to be hooked into a
small lever.
125m (A) (2nd version up to frame no. 11000): the front saddle is now tri-angular
shaped and has two springs at the rear. It is much smaller than the first version and
of sand colour. The rear seat is of the same colour now, but still only available as an
accessory. The toolbox is closed with a simple lever now. The mechanic horn is
replaced by a 6V AC horn. A kill switch is fitted where the lever for the old horn used
to be. Wheel rims are painted silver instead of chromed. The rear wheel rim has
additional wheel rim nuts. The gearchange-pedal is no longer straight, but angled.
From about frame no. 10000 the brake pedal is moved to the lefthand-side of the
floorboards.
Lechler colour codes for 125 m (A)
Olive green (8022)
Red (8020)
Ivory (8028)
Blue (8017)
5
6
Engine A
Piston 52,0 mm
Piston 52,2 mm
Piston 52,4 mm
Piston 52,6 mm
Oil seal kit
Clutch plates
Gasket kit
Exhaust (nickel plated)
Exhaust downpipe (chromed)
Rubber parts
Floorboard rubber strips (grey)
Floorboard rubber strips (green)
Petrol tank rubbers (green)
Petrol tank rubbers (grey)
Foot-peg rubbers (grey)
Tank cap gasket
Kickstart rubber (grey)
Brake pedal rubber (grey)
Horn gasket
Rubber grommet for toolbox lid
Gasket for toolbox lid
Tank buffer
Buffer between engine and toolbox
Junction box rubber cover
Handlebar grips (sand) (pair)
Handlebar grips (grey) (pair)
Handlebar grips (green) (pair)
Headlight lens gasket
125m (A) (3rd version up to frame no. 14700): the brake pedal is on the lefthand
side as with the final 1000 scooters of the 2nd series. The front seat is now sprung by
a single horizontal spring, the seat colour is dark brown. The centre stand is now
made from cast iron and held by a spring.
GL71
GL71A
GL71B
GL71C
8800018
8003154
8800029
8006996
8006013
39,00 €
39,00 €
39,00 €
39,00 €
14,90 €
25,00 €
13,90 €
119,00 €
45,00 €
8001143
8001144
8001145
8001146
8007002
8007012
8001147
8007014
8007054
8007013
8001148
8001149
8001152
353087
8007073
8007071
7007072
8007015
6,00 €
6,00 €
5,00 €
5,00 €
22,90 €
1,50 €
10,00 €
3,90 €
3,90 €
1,50 €
2,90 €
1,50 €
6,00 €
2,50 €
22,90 €
22,90 €
22,90 €
2,90
€
Seat covers
Saddle cover front version 1 (sand)
Saddle cover rear version 1 (sand)
Saddle cover front version 2 (brown)
Saddle cover rear version 2 (brown)
Ignition
Breaker points Filso
Condenser Filso
Contact for ignition cable
Contact for 6V (junction box)
Brakes
Brake liner rear
Brake liner front
Cables
Cable kit complete
Lighting
Headlamp rim
Headlamp lens INNOCENTI
Reflector
Rear light (without holder)
Badges
Lambretta toolbox badge
Front cover badge
8040123
8040124
8040103
8040120
35,00 €
35,00 €
35,00 €
35,00 €
8007018
8007017
8007020
8007046
8,00 €
6,00 €
9,90 €
9,90 €
8007010
8007009
8,50 €
5,90 €
8002233
15,00 €
8007003
8007077
8007016
8007004
13,90 €
10,00 €
9,90 €
40,00 €
8050096
8050097
12,00 €
20,00 €
Model History
5
Model B
After the success of the model A, Innocenti quickly decided to develop an improved
version. This is very much a natural progression of the model A, although the
improvements are far from being only superficial. The model B boasts a number of
significant technical improvements. The most important is the rear suspension, which
gives a much more pleasant ride, especially in conjunction with the larger 8 inch wheels.
The scooter is much more stable and also more comfortable due to a revised seating
position.
The gearchange was moved from the floorboard to the handlebars and was now
controlled by the patented Teleflex cable. The solution with a hand-operated twistgripgearchange was continued throughout the production of all subsequent Lambrettas. The
other cables are now routed alongside the frame, which greatly enhances servicing. The
capacity of the petrol tank was enlarged, too. As with the model A, there are a number of
changes during the production run of the model B. For instance, the brakes were
improved with the final models, as the pads are no longer liners inside the drum, but
mounted to the shoes. Change of brake shoes becomes much easier this way. After
35.014 scooters made, production of the model B ceased in January 1950. All B models
were painted in metallic colours.
Model
125 B
Capacity
125 cc
Production period Quantity
11/48 - 01/50
35.014
Prod. Code
-
Lambretta 125 B 2.Version
1st frame no
00001
125 B (1st version up to frame no. 20.000): Heel-operated brake pedal, internal routed
clutch cable, light switch on the headlight (moved to the righthand handlebars for the final
2.000 scooters of the first version), rubbers between tank and toolbox, kickstart with
vertical bolt.
125 B (2nd version up to frame no. 40.000): Brake pedal at the front of the floorboards,
externally routed clutch cable, no rubbers between tank and toolbox, kickstart with
horizontal pin.
125 B (3rd version up to end of production): The seating of the rear spring is enlarged
in diameter and held by screws. The two large rubber buffers under the toolbox rail
disappear.
Engine B
Piston 52,0 mm
Piston 52,2 mm
Piston 52,4 mm
Piston 52,6 mm
Oil seal kit
Clutch plates
Gasket kit
Exhaust (nickel plated)
Exhaust downpipe (chromed)
Rubber parts
Trittleistengummis (grau)
Floorboard rubber strips (grey)
Petrol tank rubbers (grey)
Foot-peg rubbers (grey)
Tank cap gasket
Buffer between engine and toolbox
Horn gasket
Rubber guide for clutch and brake cable
Rubber guide for gearchange and throttle
Rubber grommet for toolbox lid (V1 & 2)
Gasket for toolbox lid
Handlebar grips (grey) (pair)
Front fork bump stop
Seat covers
Saddle cover front (brown)
Saddle cover rear (brown)
Ignition
Condenser Filso
Brakes
Brake liner rear
Brake liner front
Wheel rim
Cables
Cable kit complete (version 1)
Cable kit complete (version 2 & 3)
Teleflex gearchange cable
Lighting
Headlamp rim
Reflector
Rear light (without holder)
Badges
Lambretta toolbox badge
Front cover badge
GL71
GL71A
GL71B
GL71C
8800018
8003154
8800029
8006996
8006013
39,00 €
39,00 €
39,00 €
39,00 €
14,90 €
25,00 €
13,90 €
119,00 €
45,00 €
8001143
8001143
8001146
8007002
8007012
8001152
8001147
8007014
8007054
8007250
8001153
8007013
8001148
353087
8007071
8007015
8800027
6,00€
6,00 €
5,00 €
22,90 €
1,50 €
6,00 €
10,00 €
3,90 €
3,90 €
1,00 €
1,50 €
1,50 €
2,90 €
2,50 €
22,90 €
2,90 €
7,00 €
8040103
8040120
35,00 €
35,00 €
8007018
8007017
8007020
8007046
8,00 €
6,00 €
9,90 €
9,90 €
8007010
8007009
8010549
8,50 €
5,90 €
27,00 €
8002234
8002235
8002010
12,00 €
12,00 €
45,00 €
8007003
8007077
8007016
8007004
13,90 €
10,00 €
9,90 €
40,00 €
8050096
8050097
12,00 €
20,00 €
Lechler colour codes for 125 B
Lambretta 125 B 1.Version
Metallic Blue (8024)
Metallic Red (8023)
Metallic Green (8025)
Metallic Bronze (8053)
5
6
7
8
9
10
6
Model History
Call - +49 (0) 22 38 307 430
Model C
The Lambretta Model C was produced from 1950 to 1951. The C was the first
model to be officially imported into the UK, the first step into what was to become
the largest market for the Lambretta scooters. Despite the short production period of
the C and LC model, 130.000 scooters were built and mainly sold in Italy.
Compared to the sales figures of the A and B models, this was a huge step forward.
The engine is basically the same as the model B's, air cooled with 125 cc capacity.
However the engine is now a structural part of the frame and bolted directly onto the
back. The rear suspension now has an additional spring with centre rod under the
engine. The 3-speed gearbox is again operated by a Teleflex cable and the tried
and trusted Dell'Orto MA 16 carburettor is used. Power output is 4.3 hp, giving a top
speed of 70 kph.
The frame however has been changed considerably and is now made from a single
tube with the petrol tank mounted under the frame loop which supports the front
saddle. The toolbox is fitted onto a loop which is welded to the rear of the frame
below the optional rear seat. The handlebars bear some similarity to pushbike
handlebars, as the large diameter headlamp is now mounted at the middle of the
headstock. At the rear, a small lens placed directly above the number plate takes
care of the lighting. Front suspension is now by trailing links on both sides of the
wheel.
Together with the model C, Innocenti introduced a comprehensive range of
accessories, including speedometers, front embellishers, spare wheels, floor mats,
grips and various systems of additional panels.
Lambretta 125 C 1. Version
Model LC
The greatest revelation however was the LC, which was introduced shortly after the
C. This was the first Lambretta with full scale legshields and panels covering the
engine. The engine of the LC was fan cooled and therefore fed enough air even at a
standstill. The C stands for “Lusso” (=luxury) and is a tribute to the many Lambretta
customers who have been asking for better weather protection. Also the covering of
the dirty and noisy engine is seen as an additional luxury, while the pillion
passenger gets rear floorboards to rest his feet. Through a little hatch in the right
side panel, petrol tap and carburettor can be accessed without taking the panel off.
Lambretta 125 LC 1. Version
Model Capacity
125 C 125 cc
125 LC 125 cc
Lechler colour codes for 125 C & LC
Light khaki (8027)
Light yellow (8011)
Blue (unknown)
Red (unknown)
Special blue (unknown)
Production
02/50 - 11/51
04/50 - 11/51
Quantity
87.500
42.500
Prod. Code
125C
125LC
1st frame no
unknown
unknown
125 C/LC (1st version) 1950: Teleflex gearchange mechanism in a rectangular
casting at the engine, brake and clutch levers of the same dimensions as on the
model B (59 x 10 mm). Very early models have a simple clamp at the toolbox.
125 C7LC (2nd version) 1951: Teleflex gearchange mechanism in a shield-shaped
casting at the engine, brake and clutch levers of smaller dimensions (44 x 10 mm),
uprated rear spring.
Engine C & LC
Piston 52,0 mm
Piston 52,2 mm
Piston 52,4 mm
Piston 52,6 mm
Oil seal kit
Clutch plates
Gasket kit
Exhaust model C
Exhaust model LC
Rubber parts
Tank cap gasket
Dip tray LC
Rubber cable guide front brake cable LC
Petrol tank rubber
Spacers for floorboard strips
Anti-rattle buffers for legshield C
Toolbox rubber C
Horncasting rubber LC
Side panel rubbers LC
Rear floorboard mats LC (pair)
Rubber caps for side panel lever springs
Handlebar grips (pair)
Rubber cap for front forks
GL71
GL71A
GL71B
GL71C
8800018
8003154
8800014
8007025
8007026
39,00 €
39,00 €
39,00 €
39,00 €
14,90 €
25,00 €
13,90 €
75,00 €
75,00 €
8007012
8001154
8001147
8007014
8007250
8013403
8013404
8013405
8013406
8002005
8007231
8001155
8001156
353087
8002004
8007015
8800038
1,50 €
6,00 €
10,00 €
3,90 €
1,00 €
3,00 €
1,00 €
2,50 €
3,00 €
4,00 €
9,90 €
20,00 €
2,00 €
2,50 €
8,00 €
2,90 €
4,00 €
Seat covers
Front & rear tri-angular version (brown)
Rear rectangular version (brown)
Ignition
Breaker points Marelli
Condenser Filso
Condenser Marelli
Brakes
Brake shoes rear
Brake shoes front
Wheel rim
Cables
Cable kit complete grey
Teleflex gearchange cable (version 1)
Teleflex gearchange cable (version 2)
Lighting
Headlamp rim C
Headlamp rim LC
Reflector
Rear light complete Lambretta
Badges
Sticker for tank C
8040125
8040126
35,00 €
35,00 €
8007018
8007032
8007017
8007039
8007020
8007046
8,00 €
8,00 €
6,00 €
6,00 €
9,90 €
9,90 €
8210024
8210023
8010549
20,00 €
20,00 €
27,00 €
8002216
8002011
8002012
12,00 €
45,00 €
45,00 €
8007003
8007078
8007077
8007016
8212022
13,90 €
20,00 €
10,00 €
9,90 €
29,00 €
8050098
5,00 €
Alle Artikel, sofern nicht anders gekennzeichnet, ohne ABE/E-Pass. Nur für Ausstellungszwecke.
Model History
7
Model D 125 & LD 125 (untill 1955)
In December 1951 Innocenti introduced the 125 Model D, which featured a newly
designed frame and a greatly improved chassis. Tank, toolbox and saddle were
continued without changes. Overall, the D was basically an improved model C, also
the appearance was very close to that of its predecessor.
The engine however was reworked and equipped with a new, larger Dell'Orto MA 18
carburettor. The three-speed gearbox is still hand-operated by Teleflex cable, but
power output is improved to 5 hp and nearly 80kph top speed.
Brake performance is also improved by the introduction of cooling fins on the brake
drums. The first D models still had the rear-brake operated by a rod-linkage like the
Model C, while this was later superseded by a cable. The front suspension is now
integrated into the forks, a system Innocenti used right up to the DL. At the rear, a
torsion bar takes care of the suspension.
Model
125 D
125 LD
125 LD*
Capacity
125 cc
125 cc
125 cc
Production
12/51 - 06/55
12/51 - 10/55
02/54 12/54
Quantity
122.991
110.334
8.694
Prod. Code
125D
125LD
125LD
1st frame no
00.001
00.001
00.001
Lambretta 125 LD 1.Version
*Electric start version
125 D & LD (1st version) 1951/52: Chromed handlebars with alloy end-caps, front
brake as model C, rear brake rod-operated with small pedal (from mid-1952 larger
pedal and cable-operated), black light-switch with two positions and chrome-cover,
flower-shaped horn grille, flat fork cover (from mid-1952 with recesses for larger
bushes), rigidly mounted engine (from mid-1952 with silent-blocks). LD only: Sidepanels with chromed, kidney-shaped vents, alloy Lambretta badge on legshields and
Innocenti badge over the headlight.
125 D & LD (2nd version) 1953: Adjustable alloy handlebars, brake- and clutch lever
made from plastic, front brake increased to 125mm, grab-handle for pillion, ivory
coloured plastic light switch with two positions, normal horn grille (from February
1953). LD only: side-panels with plastic grille and plastic LD badge on legshields.
(Early 53 models still had version 1 side-panels)
Lambretta 125 LD 3.Version
125 D & LD (3rd version) 1954: Brake- and clutch-levers with adjuster screws, dark
green saddle-covers, white light switch with three positions and chrome cover (from
mid-1954) LD only: larger saddles, closed at the front (from mid-1954) with dark-green
covers. Rubber-covers for the cables at the handlebars from 1954.
Engine
Piston 52,0 mm
Piston 52,2 mm
Piston 52,4 mm
Piston 52,6 mm
Oil seal kit
Clutch plates
Gasket kit
Exhaust
Rubber parts
Tank cap gasket
Dip tray LD
Brake pedal rubber 1st version (grey)
Brake pedal rubber 2nd & 3rd version (grey)
Rubber cable guide front brake cable LD
Petrol tank rubber
Anti-rattle buffers for legshield D
Toolbox rubber D
Horncasting rubber LD 1st & 2nd version
Horncasting rubber LD 3rd version
Side panel rubbers LD 1st & 2nd version (black)
Side panel rubbers LD 3rd version (grey)
Rear floorboard mats LD (pair)
Rubber cable guide for Teleflex-cable D
Rubber floorboard strips LD
Side-panel grille (plastic)
Mudguard rubbers D
Handlebar grips D & LD 1st version (pair)
Handlebar grips D & LD 2nd version (pair)
Handlebar grips D & LD 3rd version (pair)
GL71
GL71A
GL71B
GL71C
8800032
8003154
8800030
8007027
39,00 €
39,00 €
39,00 €
39,00 €
14,90 €
25,00 €
17,90 €
80,00 €
8007012
8001154
8007014
8007055
8007250
8013403
8013404
8013405
8013406
8002005
8002003
8007231
8002002
8001155
8001156
8001157
8001158
8001159
8001160
8007056
353087
8002004
8002015
8002016
8007015
1,50 €
6,00 €
3,90 €
3,90 €
1,00 €
3,00 €
1,00 €
2,50 €
3,00 €
4,00 €
4,00 €
9,90 €
5,00 €
20,00 €
2,00 €
8,00 €
1,50 €
7,90 €
20,00 €
1,90 €
2,50 €
8,00 €
8,00 €
8,00 €
2,90 €
Lechler colour codes for 125 D & LD
Seat covers
Front & rear tri-angular version (brown)
Rear rectangular version (brown)
Front & rear (green) open front
Front LD (green) closed front
Rear LD (green) closed front
Ignition
Condenser Filso
Condenser Marelli
Brakes
Brake shoes rear
Brake shoes front D & LD (1951 52)
Brake shoes front D & LD (1953 55)
Wheel rim
Olive green (8021)
Mustard (8055)
Sand (8029)
8040125
8040126
8040127
8040128
8040129
35,00 €
35,00 €
35,00 €
37,00 €
37,00 €
8007018
8007032
8007017
8007039
8007020
8007046
8,00 €
8,00 €
6,00 €
6,00 €
9,90 €
9,90 €
8210024
8210023
8210025
8010549
20,00 €
20,00 €
20,00 €
27,00 €
Cables
Cable kit complete grey D & LD 1st version
8002001
Cable kit complete grey D & LD from 2nd version 8002006
Teleflex gearchange cable D & LD 1st version 8002000
Teleflex gearchange cable D & LD from 2nd version8002013
Lighting
Headlamp rim D
Headlamp rim LD
Reflector
Badges
Sticker for tank D
12,00 €
12,00 €
26,00 €
26,00 €
8007003
8007078
8007077
8007016
8212022
13,90 €
20,00 €
10,00 €
9,90 €
29,00 €
8050098
5,00 €
8
Model History
Call - +49 (0) 22 38 307 430
Model D & LD 150, LD 125-150 - 1957
In October 1954 the first Lambrettas with 150 cc capacity hit the market. The
increased power output also brought an increase in top speed: Innocenti stated 88
kph as standard Vmax, while the consumption figures stayed the same as before.
Also the open-frame D 150 models received the fan-driven cooling system of the LD
version. Also the dreaded Teleflex gearchange-cable is finally superseded by two
standard cables, a system to be continued with all subsequent Lambretta models.
For the first time, a damper is mounted at the rear along the torsion springing to
improve the handling.
In January 1957 a reworked LD model appeared, both in 125cc and 150cc capacity.
The engines were left unchanged apart from the kickstart mechanism, however the
outer appearance was significantly modernised.
The horn had been moved to the headset, were a speedometer was held by a
newly-designed headset cover, which also covered all cables now. The rear of the
scooter was redesigned and a cast rear light was bolted to the frame. A toolbox was
fitted behind the passenger seat and the air induction is via the rear of the frame,
which improved the rev-range of the engine.
Lambretta 150 D 1. Version
Model
150 D
150 LD
150 LD*
Capacity
150 cc
150 cc
150 cc
Production
10/54 - 12/56
11/54 - 01/57
09/55 - 11/56
Quantity
54.593
109.334
2.020
Prod. Code
150D
150LD
150LD
1st frame no
00.001
105.001
105.001
*Electric start version
150 D & LD (1st version) 1954 mid-1955: Alloy handlebars, electric system
without battery and rectifier, 14mm gudgeon pin, round junction box beside the
flywheel, exhaust with chromed silencer.
150 D & LD (2nd version) 1955 mid-1956: Electric system with battery and
rectifier, exhaust with chromed silencer, altered fitting for rear damper, LD only:
sand-coloured plastic grilles in side-panels.
Lambretta 150 LD, 1957 1. Version
Lechler colour codes for 150 D & LD
Sand (8029)
Light grey (8012)
Lechler colour codes for 150 LD (1957)
150 D & LD (3rd version) mid-1956 January 1957: Exhaust without chromed
silencer, but with two large inspection bolts, 16mm gudgeon pin, additional oil
drilling at the main shaft, rectangular junction box beside the flywheel, cables with
grease-nipples at the headset, additional screw at the rear-wheel nut (lefthandthread). LD only: rubber buffers for side-panels, larger handles at side-panels,
chromed side-panel grilles.
Earth grey (8041)*1
Blue brasil (0401 Fiat)*²
Chestnut brown (8020)*²
Emerald green
English blue (8031)*²
1 for two colour painted frames
2for two colour painted side panels
Rubber parts
Motor D
Piston 52,0 mm (16mm gudgeon pin)
Oil seal kit D & LD 125
Oil seal kit D & LD 150
Clutch plates
Gasket kit
Exhaust D & LD 125 (1956 57)
Exhaust D & LD 150 (1954 mid-1956)
Exhaust D & LD 150 (mid-1956 57)
Rubber parts
Tank cap gasket
Rubber cable guide front brake cable LD
Petrol tank rubber
Anti-rattle buffers for legshield D
Toolbox rubber D
Horncasting rubber LD
Side panel rubbers LD (grey)
Rear floorboard mats LD (pair)
Kickstart rubber D 150
Kickstart rubber LD (until 1956)
Kickstart rubber LD (1957 1st version)
Kickstart rubber LD 1957 2nd version)
8002228
8002229
8002230
8002231
8000529
8000530
8000531
8000532
8000533
8000534
8000535
8000536
8800017
8800033
8003154
8800016
8007028
8007027
8007028
39,00 €
39,00 €
39,00 €
39,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
14,90 €
14,90 €
25,00 €
17,90 €
80,00 €
80,00 €
80,00 €
8007012
8007250
8013403
8013404
8013405
8013406
8002003
8002002
8001155
8001156
8007055
8001161
8001162
8001163
8001164
1,50 €
1,00 €
3,00 €
1,00 €
2,50 €
3,00 €
4,00 €
5,00 €
20,00 €
2,00 €
3,90 €
8,00 €
8,00 €
8,00 €
8,00 €
Rubber floorboard strips LD
Side-panel grille (plastic)
Mudguard rubbers D
Handlebar grips D & LD (pair)
Seat covers
Front & rear (green) open front
Front LD (green) closed front
Rear LD (green) closed front
Front LD (black) closed front
Rear LD (black) closed front
Ignition
Breaker points Filso D & LD (1956 57)
Breaker points Filso D & LD 150 (1955)
Breaker points Marelli D & LD (1956 57)
Condenser Filso D & LD
Condenser Marelli D & LD
Brakes
Brake shoes rear
Brake shoes front D & LD
Wheel rim
Cables
Cable kit complete D
Cable kit complete LD 125 (1956), LD 150 (1954 56)
Cable kit complete LD 125 150 (1957)
Lighting
Headlamp rim D
Headlamp rim LD
Reflector
Badges
Sticker for tank D
8001159
8001160
8007056
353087
8002016
8007015
7,90 €
20,00 €
1,90 €
2,50 €
8,00 €
2,90 €
8040127
8040128
8040129
8040130
8040131
35,00 €
37,00 €
37,00 €
37,00 €
37,00 €
8007033
8007034
8007035
8012425
8012427
8007046
8007047
8,00 €
8,00 €
8,00 €
6,00 €
6,00 €
9,90 €
15,90 €
8210024
8210023
8010549
20,00 €
20,00 €
27,00 €
8002007
8002008
8002009
15,00 €
15,00 €
15,00 €
8007003
8007078
8007077
8007016
8212022
13,90 €
20,00 €
10,00 €
9,90 €
29,00 €
8050098
5,00 €
9
Model History
Model E & F
With its very low sales price, the Model E was meant to offer a cheap step into the
world of Lambretta scooters. To keep the cost down, the design was much simplified
compared to the model C or D.
The frame is shaped like a C. The tank is mounted underneath the rider's saddle while
a toolbox is fitted under the pillion seat. Due to the simple construction of the frame,
the model E is quite light, with many parts simply welded directly to the frame rather
than bolted on, like the rear-light and the license-plate holder. The legshields are
shortened and resemble the shape of the model D.
The completely new engine had a crank that was fitted longitudinally to reduce the
complexity of the transmission. To start the engine, neither kickstart nor electric starter
were fitted. Instead, the E was started via a pull-string similar to that of a lawn-mower.
To ease the starting procedure, the ignition timing could be altered manually to stop
the engine from backfiring.
The rear suspension was via torsion bar as used in the model D. The front forks
however received a leading link suspension with several c-shaped springs and rubber
Lambretta 125 E 1. Version (Prototype)
buffers. As the starting mechanism caused frequent problems, the E was soon
superseded by the model F, which featured a more conventional kickstart. This was
also available as an accessory for the model E, which needed the floorboards cut to fit
one reason why unmodified model Es are rather rare nowadays. Power output of the
125cc engine is similar to that of the model D, so that the lightweight E had very good
performance and consumption figures to balance the problems with the starting
system. Still the budget models were rather unsuccessful and production ceased after
43.352 model Es and 32.701 model Fs respectively.
Model Capacity
125 E 125 cc
125 F 125 cc
Production
04/53 - 02/54
03/54 - 04/55
Quantity
42.352
32.701
Prod. Code
125E
125F
1st frame no
00001
43.000
125 E (first batch): Teleflex cable fitted to the engine by a single stud. Engine no.
engraved into the gearbox-cover.
125 E (1st version until the mid of the production-run): Retardable ignition by a
lever at the crankcase. Toolbox-lid with lock but without clips. Legshields and rear
mudguard welded to the frame.
125 E (2nd version until the end of the production run): Flywheel with
Lambretta 125 F 1. Version
automatically retarding ignition. Toolbox with lock and clips, legshields and rear
mudguard bolted to the frame, front mudguard with additional brackets. The last
Lechler colour codes for 125 E
models made had the exhaust on the righthand-side of the scooter.
Olive green (8021)
125 F (first batch): Remaining stock of E models equipped with kickstarts. Legshields
and gearbox-cover altered to suit. Frame-no. is still “E” with the lower beam scratched
off. Same colour scheme as the model E.
125 F (1st version) April/May 1954: Saddle covers and frames as model 125 E,
dark-green cover.
125 F (2nd version) from mid-1954: Saddle frames as model 150 D. Chromed front
saddle spring.
Motor E & F
Piston 52,0 mm
Piston 52,2 mm
Piston 52,4 mm
Piston 52,6 mm
Oil seal kit
Clutch plates
Gasket kit
Exhaust (righthand-side tailpipe)
Exhaust (lefthand-side tailpipe)
Rubber parts
Tank cap gasket
Petrol tank rubber
Toolbox rubber
Kickstart rubber F
Starter handle E
Rubber cable guide for pull-string
Floorboard strips E
Floorboard strips F
Anti-rattle buffers for legshield F
Mudguard buffers F (2nd version)
Seat covers
Front & rear E (brown)
Front & rear E 1st version (green)
Front & rear E 2nd version (green)
Gl71
GL71A
GL71B
GL71C
8800034
8003164
8800015
8007029
8007031
39,00 €
39,00 €
39,00 €
39,00 €
10,00 €
25,00 €
12,90 €
100,00 €
90,00 €
8007012
8013403
8013406
8001165
8007055
8007057
8007258
8001166
8001167
8013407
8007056
353087
8007074
8007015
1,50 €
3,00 €
3,00 €
8,00 €
3,90 €
15,00 €
5,00 €
60,00 €
60,00 €
2,50 €
1,90 €
2,50 €
8,00 €
2,90 €
8040132
8040133
8040127
35,00 €
35,00 €
35,00 €
Ignition
Breaker points Nasetti
Condenser Filso
Condenser Marelli
Condenser Marelli F (external coil)
Condenser Nasetti
Brakes
Brake shoes rear
Brake shoes front
Cables
Cable kit complete grey
Teleflex gearchange cable
Lighting
Headlamp rim
Reflector
Badges
Sticker for tank Lambretta
Lechler colour codes for 125 F
Olive green (8021)
Sand (8029)
Light grey (8012) 2nd Version
8007036
8007037
8007038
8007041
8007042
8007043
8007044
8007045
8007046
8,00 €
8,00 €
8,00 €
6,00 €
6,00 €
6,00 €
6,00 €
9,90 €
9,90 €
8210024
8210048
20,00 €
27,00 €
8002236
8002014
12,00 €
35,00 €
8007003
8007077
8007016
8212022
13,90 €
10,00 €
9,90 €
29,00 €
8050098
5,00 €
10
Model History
Call - +49 (0) 22 38 307 430
JUNIOR 50 - 100 - 125 IIS, De Luxe, Special
In 1964 Innocenti introduced a whole new scooter family with the Junior range. The
simple and lightweight construction of the scooters should allow for lower prices and
therefore appeal to new groups of customers.
The construction bears some similarities to Piaggio scooters by using a monocoque
chassis. Also the access to the carburettor under a small plastic toolbox under the
seat is similar to the smallframe Vespas. The engine however is placed centrally in
the chassis and constructed along the lines of the larger LI series, even if the
cylinder sits upright instead of lying horizontally. Depending on the model, a dual
seat, a single seat or two single seats were fitted.
The engine is covered by side panels, which had external handles on most models.
Most rubber parts were coloured grey, apart from the kickstart rubber and the stand
feet, which came in black colour.
J 50
There are four different versions of the J 50. The first series featured 50cc capacity
and a three-speed gearbox, which resulted in the enormous power output of 1,47 hp
and a breathtaking top speed of 40 kph. A dual seat came as standard, but speedo
and steering lock were omitted for financial reasons. The second version received a
restyled bodywork with narrower legshields and a newly designed seat base. In
1966 the so-called “DeLuxe” version hit the shops, bearing polished aluminium
flashes on the side panels, a new single seat together with a carrier plate on the
back and clipped side panel hooks instead of handles. Also, 3.00-10 wheels
superseded the original 2.75 9 sized wheels of the previous versions. Finally, the
“Special” was introduced in 1970, with a floorboard mat instead of ribs, a sporty
single seat and a spoiler-like grabrail on the back.
Lambretta J 50 1964
J100 & 125
The Cento (Italian for 100) was the first model of the Junior range and was flawed
by the unusual capacity, even if market research had predicted that 100cc would be
the ideal engine size. It was therefore soon accompanied by a 125cc version simply
called J 125. Both models had a dual seat, three-speed gearbox and 3.00 10
wheels. The Cento had a power output of 4.7 hp and nearly reached 80 kph, while
the J 125 broke this barrier with its 5.8 hp.
Production numbers were 17.643 for the Cento until November 1965, and 21.651
for the J 125 until October 1966.
Lambretta J 100 Cento
Lechler paint codes for J50
White (8059)
Ruby Red (8047)
Aqua blue (8030)
Lilac (8069)
Apple green (8039)
Two tone models:
Light olive (8079)
Dark olive (8078)
J125 Starstream & Super Starstream
From May 1966 the J 125 was marketed as a facelifted version called J 125
Starstream. It received narrower legshields, a new seat and the new “Stellina”
badge. The engine is nearly the same as the J 125's, but now features a four-speed
gearbox.
Ivory (8054)
3 speed models
Grey Metallic (8060)
Blue Metallic (8062)
A special version of the Starstream was produced for the British market only, called
the Super Starstream. It featured a newly cast horncasting plus a unique turning
front mudguard and came with a two-tone paint scheme with white as a base and
blue or red horncasting and panels.
Thanks to the new four-speed gearbox, the Starstream and Super Starstream
accelerated much faster than their predecessor and reached a healthy 87 kph top
speed. Production of the Starstream and Super Starstream models was halted in
April 1966.
Model
Capacity Production period Quantity Prod. Code
1st frame no
J 50
50 cc
10/64 - 04/71
112.439 400.001
J 100
100 cc 03/64 - 11/65
17.642 100LB
800.001
J 125 (3 sp.)125 cc
09/64 - 09/66
21.651 J125
600.001
05/66 - 04/69
16.052 J125
150.001
J 125 (4 sp)125 cc
J 50 (1st version) 1964: 9 inch wheels, wide legshields without beading, alloy
kickstart, plain frame below the rear light, front forks with screw-in buffers
4 speed models
White (8059)
Blue (04T Suzuki)
Lechler paint codes for 50 DL
Aqua blue (8030)
Apple green (8039)
White (8059)
J 50 (2nd version) 1965 to mid 1966: 9 inch wheels, wide legshields with rubber
beading, chromed alloy kickstart, front forks with clip-on buffers, J 50 embossed in
frame below rear light.
J 50 (3rd version) mid 1966 to 1967: New frame with narrow legshields, 9 inch
wheels, dual seat, J 50 embossed in frame below rear light and re-enforced engine
silent blocks. Official production name “Model '66”
J 50 (4th version) late 1967 to end of production: Clip-on side panels, 10 inch
wheels.
Lechler paint codes for 50 Special
Turquoise (8016)
Red (8073)
Ochre (8080)
11
All articels are not for road use unless stated otherwise. For showonly!
Model History
J 100 (Cento) March 1964 to November 1965: No major changes during the
production run. From December 1964 rectangular instead of round steering lock
base.
J 125 3-speed (1st version) September 1964 to December 1964: Round
steering lock base, front fork with screw-in buffers.
J 125 3-speed (2nd version) January 1965 to September 1966: Rectangular
steering lock base, clip-on front fork buffers. From January 1966 simplified side
panel fittings
J 125 4-speed (Starstream & Super Starstream) May 1966 to April 1969: No
changes during the production run. Part of the production was fitted with
horncasting and turning mudguard as Super Starstream.
Engine J 50 & J 125
Piston 38,0 mm
Piston 38,2 mm
Piston 38,4 mm
Piston 38,6 mm
Piston 57,0 mm
Piston 57,2 mm
Piston 57,4 mm
Piston 57,6 mm
Oil seal kit J50
Oil seal kit J125 (3 speed)
Oil seal kit J125 (4 speed)
Clutch plate kit (incl. Steel discs)
Gasket kit J125
Dichtsatz J50
Exhaust J50
Exhaust J125
Rubber parts
Kickstart rubber
Brake pedal rubber (black)
Side panel rubber (grey)
Side panel rubber (black)
Petrol tap hole rubber
Legshield beading rubber (grey)
Legshield beading rubber (black)
Floorboard rubber (50 DL)
Front mudguard rubber (grey)
Front mudguard rubber (black)
Floorboard rubber kit (not DL & S)
Handlebar grips 50 Special
Handlebar grips J 50 125, 50 DL
Upper forklink buffer (V1 until 07,1966)
Lower forklink buffer (V1 until 07,1966)
Upper forklink buffer (V2 from 08,1966)
Lower forklink buffer (V2 from 08,1966)
Seat covers
J 50 until Dec `65 (black)
J 50 '66 to '67 (blue)
50 DL (blue) single seat
50 Special (black/brown)
J 100 125 3-speed (black)
J 125 4-speed (blue)
Ignition
Breaker points J 50 125
Condenser J 50
Condenser J 100 125
Brakes
J 50 front & rear
J 100 125 front & rear
Wheel rim J 50 (until Dec 1967)
Wheel rim J 50 (from Jan 1968), DL, S
Wheel rim J 100 125
8000520
8000521
8000522
8000523
8000537
8000538
8000539
8000540
8001095
8800036
8800037
8003155
8800012
8800007
407
408
29,00 €
29,00 €
29,00 €
29,00 €
49,00 €
49,00 €
49,00 €
49,00 €
10,00 €
10,00 €
10,00 €
29,00 €
12,00 €
12,00 €
70,00 €
80,00 €
8001168
8014591
8007059
8007232
8007233
8007250
8013725
8013726
8001169
8007067
8007068
8001170
8007076
8007075
8109791
8109792
8109790
8109800
6,00 €
3,00 €
3,00 €
4,00 €
4,00 €
1,00 €
4,00 €
4,00 €
5,00 €
8,00 €
8,00 €
30,00 €
8,00 €
8,00 €
4,00 €
4,00 €
2,00 €
2,00 €
8040136
8040138
8040139
8040140
8040137
8040141
60,00 €
60,00 €
60,00 €
60,00 €
60,00 €
60,00 €
8012357
8007041
8012420
9,00 €
6,00 €
7,00 €
8210021
8210026
8010546
8010547
8010547
15,00 €
15,00 €
20,00 €
20,00 €
20,00 €
Lambretta 50 Special
Lambretta 50 DL
Cables
Cable kit complete J 50 125 (grey)
Cable kit complete 50 Special (black)
Lightning
Headlight rim J 125 (4-speed)
Headlight rim J 50 125 (3-speed)
Reflector J 50
Reflector J 100 125 (3-speed)
Reflector J 125 (4-speed)
Headlight lense J 50 125 (3-speed)
Headlight lense J 125 (4-speed)
Headlight lense gasket
Rear lense J 50
Rear lense J 100 125
8002237
8002238
20,00 €
20,00 €
8007080
8007079
8007081
8007016
8007082
8007077
8007083
8007015
8212015
8212018
20,00 €
20,00 €
20,00 €
9,90 €
20,00 €
10,00 €
10,00 €
2,90 €
10,00 €
10,00 €
12
Model History
Call - +49 (0) 22 38 307 430
LUI 50 C, CL & 75 S, SL
The Lui (also called Vega in some export markets) was designed to secure the
market share in the 50cc class, after the J-range only achieved disappointing sales
figures. To keep the production cost down, the scooter's equipment was reduced to
the necessary minimum. In order to avoid a cheap appearance, Nuccio Bertone, a
renowned vehicle designer was given the task of creating a suitable livery for the
lightweight model. Indeed his design for Lui and Vega was a futuristic masterpiece
which looks just as up-to-date today as in 1968, when the slogan “All for Lui and Lui
for all” was created.
The frame consists of a front and a rear piece. While the front is made from
conventional tubular steel, the rear is a pressed steel item. The suspension was
adapted from the J-range, while the brake drums were made entirely from steel.
Most of the mechanical system was taken over from the J.
Lui 50 C
The 50 C was the standard model. The handlebars are similar to those of a
pushbike, and the headlight and rear lense are rather conventionally shaped.
Lambretta Lui 50CL
Lui 50 CL
The CL's handlebars are cast with an integrated headlight. The rear lense bears
some similarity to the Hella rear lense of the German Vespa GS.
Lui 50 S
The S was only offered in some export markets, where it was also called “Luna”. It
featured a dual seat, a number-plate holder, and up-and-over exhaust and different
badges.
Lui 75 S & SL
Only a few months after the launch of the Lui 50, Innocenti presented the Lui 75 at
the 15th Tokyo Motor Show, being the only European exhibitor present. The Lui 75,
also dubbed Vega, was available in two versions: S and SL. Compared to the 50cc
models, the 75 had a upgraded electric system to power high beam and brake light.
Similar to the 50 S both 75 versions had a dual seat and a motocross-style up-andover exhaust. The engine's power output was 5,2 hp, giving a rather quick
acceleration thanks to the 4-speed gearbox.
The main difference between the S and the SL however is the autolube system
called “Lubematic”. It was the first autolube system fitted to a mass-production
Italian scooter.
Lambretta Lui 50C
Lechler paint codes for Lui 50
Both versions were only available in two colour schemes: Ochre and metallic grey.
The main visible difference between the two is a Lubematic sticker at the legshiels
of the SL.
White (8082)
Turquoise (8016)
Orange (8037)
Apple green (8039)
Model Capacity
Lui 50 50 cc
Lui 75 75 cc
Lechler paint codes for Lui 75
MMetallic grey (8060)
Ochre (8080)
Production
03/68 - 06/69
08/68 - 12/70
Quantity Prod. Code 1st frame no
27.812
20/9
27.812
9.402
650.001
Lui 50 C, CL & Lui 75 s, SL (1st version) March 1968 until early 1969: Lambretta
badge at the left of the legshields over the 50 C or CL badge, no ball-ends at the
levers, chromed grille behind the headlight.
Lui 50 C, CL & Lui 75 S, SL (2nd version) Early 1969 until December 1970: No
Lambretta badge at the legshields, ball-end brake and clutch levers, chromed grille
behind the headlight with Innocenti label. Few scooters have an additional little
Innocenti badge over the Lui badge.
Model History
Engine Lui 50 & 75
Piston 38,0 mm
Piston 38,2 mm
Piston 38,4 mm
Piston 38,6 mm
Piston 46,4 mm
Piston 46,6 mm
Piston 46,8 mm
Piston 47,0 mm
Oil seal kit Lui 50
Oil seal kit Lui 75
Clutch plates (incl. steel plates)
Gasket kit Lui 50
Exhaust Lui 50
Rubber parts
Kickstart rubber
Brake pedal rubber
Mudflap
Floormat
Rubber grommet for floormat
Rubber grommet opposite rear shock
Rubber cable guide headset
Rear headset cover 50 CL & 75
Flywheel cover 50 C-CL
Flywheel cover 75 S-SL
Seat covers
Seat cover Lui 50 C-CL (single seat incl. foam pad)
Seat cover Lui 75 S-SL (dual seat incl. foam pad)
Ignition
Breaker points Lui 50-75 (No ADL 159V)
Breaker points Lui 50-75 (No ADL 132V 150V)
Condenser Lui 50 C-CL
Condenser Lui 75 S-SL
Brakes
Brake shoes rear
Brake shoes front
Wheel rim
Front wheel bearing
Cables
Cable kit complete black
Lighting
Rear light Lui 50 CL
Control light glass
Badges
Lambretta Lui 50 1st version
Lambretta Lui 50 & 75 2nd version
50 C
50 CL
75 S
75 SL
Lui
J
Innocenti rear frame badge
8000520
8000521
8000522
8000523
8000525
8000526
8000527
8000528
8001095
8001096
8003155
8800007
409
29,00 €
29,00 €
29,00 €
29,00 €
39,00 €
39,00 €
39,00 €
39,00 €
10,00 €
10,00 €
29,00 €
12,00 €
70,00 €
8001171
8001172
8001173
8007064
8007065
8007069
353068
8007070
8008071
8007066
8005055
8005056
5,00 €
5,00 €
8,00 €
30,00 €
1,50 €
3,00 €
2,50 €
20,00 €
9,00 €
8,00 €
25,00 €
25,00 €
8040134
8040135
38,00 €
55,00 €
8012356
8012357
8007041
8012420
9,00 €
9,00 €
6,00 €
7,00 €
8210028
8210027
8010545
3710010
15,00 €
15,00 €
27,00 €
9,00 €
8002239
18,00 €
8212023
8050084
40,00 €
2,00 €
8050099
8050100
8050101
8050102
8050103
8050104
8050105
8050106
8050107
11,00 €
11,00 €
7,50 €
7,50 €
7,50 €
11,00 €
6,50 €
9,00 €
9,00 €
Lambretta Lui 50C
Lambretta Lui 50CL
13
14
Model History
Call - +49 (0) 22 38 307 430
Series 1 - Li 125 & 150, TV 175
On 10 April 1975 the first Lambretta TV “Tourismo Veloce” was revealed to the
public. The new scooter was squarely aimed at the Vespa GS 150, which had been
a groundbreaking success for Piaggio. The Tourismo Veloce was definitely a huge
step forward for Innocenti, both in terms of styling as well as performance. Contrary
to previous models, the front mudguard was fixed to the bodywork and did no longer
turn with the front wheel. The newly designed side-panels had air intakes to aid
cooling and the rear running boards continued the floating lines of the scooter. The
headlight was mounted in the horncasting as with the Model D. A real gem was the
rear light with its red centre piece surrounded by two orange brake lights. A 120 kph
speedometer was fitted as standard, as well as the adjuster thumb-screws in the
levers, which unfortunately disappeared during the production run. New, larger 10
inch wheels offered better roadholding and increased comfort. Also the suspension
with springs integrated in the forks and a rear shock absorber led the way for all
subsequent Lambrettas. Besides, the TV was the first Lambretta with additional
dampers at the front as standard. The rear shock could be taken off easily to lower
the engine to gain access to the cylinder.
This was necessary as the engine was a completely new design with a horizontal
cylinder instead of an upright standing one. The engine with a capacity of 170cc and
a power output of 8,6 or 9,0 hp (depending on the source of information) provided
superior acceleration and a remarkable top speed of 102 kph. Both the carburettor
with its 23mm diameter and the crank with its 60mm stroke opened up new
dimension for Innocenti. Also the transmission was a completely new design as it
replaced the driving shaft with a duplex chain. The TV had an air intake through the
frame (hence the name “framebreather”) and floor mats instead of ribs. The exhaust
was held by a large ring nut which was dropped at all later models. All rubber parts
and cables were coloured grey, apart from the stand feet and the kickstart rubber,
which were black - probably just to act as the proverbial exception from the rule.
The TV was Innocenti's new flagship, but it was not without problems as the engine
had a few design flaws, especially the clutch was too weak. Still it was a milestone
for Innocenti, forming the link between the old D models and all later models of the
LI series. After only 10.086 scooter built, production of the TV Series I ceased in
December 1958.
Lechler colour codes for LI 125
Light grey (8019)*
Dark grey (8040)**
* for two-tone scheme frame
** for two-tone scheme side-panels
River grey (8014)*
Light grey (8019)**
Flaminia blue (8032)***
English blue (8031)*3
Nile green (8015)*3
Ruby red (8047)*3
Coral red (8046)*3
* for single tone scheme
** for two-tone scheme frame
*** for two-tone scheme side-panels
Lechler colour codes for TV 175
Ivory (8028)
So the task of becoming the actual forefathers of all Lambrettas to follow was taken
over by the “bread-and-butter” versions, the 125 and 150 LI, where all the design
flaws of the TV had been done away with. Both engines were totally reliable and
made the LI Series I a great commercial success for Innocenti with more than
150.000 scooters produced. The engines were already very similar to the usual LI
type, even if the first models came without a chain tensioner and only one oil seal in
the mag housing, which was lubricated by the petrol/oil mixture. This was changed
during the production run at the same time when the oil thrower under the front
sprocket was added to ease life for the drive-side oil seal. Both the chain tensioner
and the grease-lubricated flywheel bearing became standard with all subsequent
Lambrettas, so that the final design of the Lambretta engine was reached further
improvements mainly were aimed at strengthening certain parts like the crank and
its bearings.
Apart from minor differences the bodywork of the LI is identical to that of the TV
175. The little design alterations are rather there to highlight the status of the
models. For instance, the LI 150 had alloy floorboard strips with rubber inlays and
end caps, while the LI 125 only came with simple alloy ribs. The handlebar-ends
were painted at the 125, while they were from polished alloy at the 150. The rubber
parts and cables are grey at both models, with the notorious exception of the black
stand feet and kickstart rubber of course. Not to forget the gasket under the rear
light, which is coloured white. Colour schemes are two-tone grey for the LI 125,
while the LI 150 boasts a number of options, including two-tone versions with grey
base and blue, green or red side-panels and horncasting.
Model
TV 175
LI 125
LI 150
Capacity Production
175 cc 09/57 - 12/58
125 cc 06/58 - 10/59
150 cc 04/58 - 10/59
Quantity
10.089
47.747
108.984
Prod. Code
175TV
125LI
150LI
1st frame no
1.001
500.001
500.001
Model History
TV (1st version) September 1957 April 1958: One-piece horncasting, the
scooters have adjustable levers
TV (2nd version) May 1958 Juli 1958: Horn grille is a separate piece screwed into
the horncasting, the ball-bearing in the mag housing is replaced by a roller bearing.
The splashplate at the main stand is introduced. The centre hub at the rear hub is
secured by a locking washer.
TV (3rd version) August 1958 to December 1958: The adjustable levers are
discontinued
LI (1st version) April 1958 September 1958: The air intake is through the grille
behind the passenger seat and through the frame. The air filter is a wire mesh. The
chain tensioner in the engine is not adjustable. The very first LI 150 models have TV
side-panels with air intakes. The front saddle has no catch. The first LI 125 models
have neither steering lock nor legshield-rubbers.
LI (2nd version) September 1958 December 1958: The air filter receives a paperinlay. The front saddle has a catch, the chain tensioner is now adjustable.
Lambretta Li 150 2. Version
LI (3rd version) December 1958 October 1959: The air intake is now between
the seats via an airbox, with an oval air filter. The tank vent is now through the filler
cap. The brake-pedal receives a small splashplate.
15
16
Model History
Call - +49 (0) 22 38 307 430
Series 2 - Li 125 & 150, TV 175
In October 1959 the Lambretta LI Series II was introduced. The advertising
concentrated on the proverbial “Lambrettability” and the next great success for
Innocenti was almost certain from the start. In fact the Series II with 270.000
scooters made, was the best selling Lambretta model so far. At the engine only a
few details were changed, e.g. a slightly longer Cylinder with matching piston was
used. All models now have the air intake under the rider's seat, which had already
been introduced with the latest Series I models. The biggest difference however is
the headlight, which had been moved to the headset. The LI 125 only has a front
saddle as standard, whicle the LI 150 also features a rear saddle for the pillion. The
additional rear saddle for the 125 was available as an option as well as the dual
seat. Also the design of the floorboard shows the differences between the capacityclasses: while the LI 125 only had alloy struts, the 150 received alloy ribs with grey
rubber strips and end caps. The rear lense was changed and increased in size
during the production run. The rear lense gasket was still white and also most of the
rubber parts stayed grey with the exception of the kickstart rubber and stand feet.
Lambretta Li 150 1. Version (German) with period accesories
Ivory (8028)
Light blue (8042)
Light grey (8019)*
Dark grey (8040)**
* for two-tone scheme frame
** for two-tone scheme side-panels
River grey (8014)*1 (V. 1)
Light grey (8019)*2
Off-white (8082)*1 (V.2)
Flaminia blue (8032)*3
English blue (8031)*3
Nile green (8015)*3
Ruby red (8047)*3
Coral red (8046)*3
In January of the same year the TV 175 Series II had reached the shops, introduced
as “the sportsman's scooter”. The main visual difference is again the new headset
which incorporates the headlight. The TV 175 had the same alloy ribs with rubber
inserts on the floorboard as the LI 150 and sported a dual seat as standard, while
single seats were available as an option. The front forks with additional dampers
were retained from the Series I, while the front brake drum and the forklinks were
redesigned. The rear lease and the horncasting were changed during the
production in the same way as the LI's, and also the rubber parts had the same
colour scheme.
Apparently with the first batch of TV Series II models, the frame had been designed
too weak. This caused some problems, so that Innocenti decided to reinforce the
frame of the models which were just in production. In order to do so, the frame was
cut up along its length and a steel plate was welded in. With the following models,
stronger frames were used from the beginning. The two versions can be
distinguished by their frame numbers: the first version with the reinforced frame has
a frame number starting with 1 while the second version starts with 2.
The engine had been redesigned as well along the lines of the LI, so that all the
weaknesses of the Series I were overcome. The stroke was reduced to only 58mm
(with 116mm con-rod). Cylinder and piston were altered accordingly and the whole
transmission system including the kickstart mechanism and the clutch were now
shanged to the proven system of the LI models. Peak power was still 8.6 hp even
though the size of the carb had been reduced to 21mm, and top speed was even
increased to 104 kph. The colour schemes now include light blue or ivory. At the
end of the production time, 41.787 TV Series II had been made.
Model
LI 125
LI 150
TV 175
TV 175
Capacity
125 cc
150 cc
175 cc
175 cc
Production
10/59 - 12/60
10/59 - 11/61
01/59 - 10/59
11/59 - 11/61
Quantity
111.087
162.040
7.464
34.323
Prod. Code
125LI
150LI
175TV
175TV
1st frame no
700.001
800.001
100.001
200.001
Extract of a Lambretta Series 2 test, published in Roller, Mobil, Kleinwagen from 11.1959
Model History
LI (1st version) June 1959 - mid-1960: Small tail light (142x43mm), round horn
grille, air filter held by a nut, splashplate is held by eight 5mm bolts.
LI (2nd version) Mid-1960 January 1961: Large tail light (130x58mm), oval horn
grille, air filter held by a nut, from October 1960 the splashplate is held by two 8mm
bolts.
LI (3rd version) January 1961 November 1961: Air filter is held by a clip (as
Series III)
TV (1st version) January 1959 October 1959: Frame with additional
strengthening plate, 23mm carburettor, small tail light (142x43mm), round horn
grille, air filter held by a nut, splashplate is held by eight 5mm bolts.The flywheel
bearing is greased by petrol-oil mix. Frame no. starts with 100.001
TV (2nd version) October 1959 October 1960: Stronger standard frame, 21mm
carburettor, flywheel bearing grease pacher with additional oil-seal to the
crankshaft, oval horn grille, air filter held by a nut. Frame no. starts with 200.001
TV (3rd version) October 1960 January 1961: The splashplate is held by two
8mm bolts.
TV (4th version) February 1961 October 1961: Air filter is held by a clip (as
Series III)
Lambretta Li 150 1. Version (German)
Lambretta TV 175 1. Version (German)
17
18
Model History
Call - +49 (0) 22 38 307 430
Series 3 - Li 125 & 150
The “Slimstyle” Lambretta is the start of the unforeseen success-story of the
Lambretta. All subsequent Lambrettas with the large frame trace their origin directly
back to the LI Series III. (Even the Lambretta Series 4 which is currently in planning
stage is based on that frame and seems to have many parts in common with the
DL/GP models.
The outer appearance of the Series III changes drastically compared to the Series II
to a much more dynamic and streamlined design which is why the Series III is also
called “Slimstyle”. Headset, horncasting, mudguard, side-panels, legshields,
floorboards and frame are not only much sleeker, there are also significant savings
in production materials and weight.
The LI Series III is sold with two single saddles as standard, while a dual seat is
available as an option at additional cost. A new feature is the badge holder behind
the seat, which replaces the grill of the earlier LI Series and holds a LI 125 or LI 150
badge depending on the model. The speedometer of the 125cc version ends at
80kph, while that of the 150cc tops at 100kph.
The technical details under the panels however had been changed only slightly. A
new item is the DellÓrto SH carburettors with centre float, which replace the old
MA/MB card whith their side floats. The altered carb is also the main reason for the
reduced consumption figures and increased performance (probably together with
the reduced weight and lower wind-resistance). The engine cover is slightly altered
to complement the sleeker panels. Also the intake system and the exhaust are
altered. At the chassis, the proven system was basically retained, even if every
single component was newly designed. For instance, the rear shock absorber of the
Series III is slightly shorter than its predecessor.
Due to the long period of production of the Series III, many changes are made to
the scooters during the production run. Early Series III Lambrettas still had the old
ignition system of the Series II. This was later replaced by a stator plate with six
coils and a beefed-up flywheel. In 1965 the chrome ring under the headset is
dropped, the gap is covered by a longer neck of the headset. From frame no.
94018, the LI 125 got a close ratio gearbox, which was also used in the LI 150
Special, known as the “Pacemaker” gearbox.
In 1967 Innocenti finally produced a mystery on two wheels, the LI 125 Series IV. It
is widely unkown, as it was by-and-large a Series III, but the frame numbers started
with 125LI4. Looking closer, there are however some slight differences to the
standard LI: the side-panels no longer have handles, but retaining clips like the DL.
Gone is also the LI 125 badge behind the seat, which is replaced by an Innocenti
badge as it was used on the SX. The horncasting badge is rectangular and reads
Innocenti in silver above blue. Under the panels, the toolbox now is made from grey
plastic, apart from that not much is changed. The Series IV is only available in light
blue (8070) while all interiors are painted white (8059). It is not known if any special
advertising materials for the Series IV was produced.
Overall, the Series III is a huge success for Innocenti, with 143.091 LI 150 and
146.734 LI 125 models produced. After the production code 150LI3, frame numbers
start with 600.001. For the LI 125, things are not that simple: the first models start
with frame no. 001.001 up until number 148.000. From then on, the production code
reads 125LI4 and numbers start from 149.000, roughly up until 150.400.
Model
LI 125
LI 125
LI 125
LI 150
Capacity
125 cc
125 cc
125 cc
150 cc
Production
12/61 - 11/67
Quantity
146.734
01/62 - 05/67
142.982
Prod. Code
125LI3
125LI3
125LI4
150LI3
1st frame no
1.001
95.001
148.000
600.001
LI Series 3 (1st version) 1962: The distance between the two bridgepiece-screws
is 120mm (as Series II). The side-panel buffers are entirely made from rubber.
LI Series 3 (2nd version) end-1962 mid-1965: The distance between the two
bridgepiece-screws is now 132mm. Side-panel buffers are being held by a clip.
Grey (8068)*
Iseo blue (8035)*
Sand (unknown)*
Light blue (8030)****
LI Series 3 (3rd version) mid-1965 May 1967: The chrome-ring under the
headset disappears. The side-panel locking mechanism is simplified (from January
1966)
**** for single tone scheme (4th
version only)
Grey (8068)*
White (8059)**
Sky blue (8038)***
Nile green (8015)***
Ruby red (8047)***
LI Series 3 (4th version) September 1967 November 1967: Rectangular
Innocenti badge at the horncasting. Clip-on side-panels, rear frame badge reads
“Lambretta Innocenti”
Model History
Series 3 - TV (GT) 175 & 200
In 1962 Innocenti's new flagship goes on sale: the TV 175 Series III. The design is
very similar to the LI models, but headset, horncasting and mudguard are clearly
different. The new headset has a hexagon-shaped headlight-rim and a trapeziodal
speedometer. The light switch is incorporated in the ignition lock, so that only high/dipped beam and the horn are controlled via the switches at the right handlebarend. The front mudguard is made from fibreglass and much more pointed than the
round LI item. The horncasting has a wider and lower grille, so that the whole front
end looks more dynamic. The main innovation however is the front brake: the TV
175 is the first mass-production two-wheeler with a disc-brake fitted as standard.
This is produced by Campagnolo integrated in the hub with a floating disc and is
actuated via cable.
The 175 cc engine had a porting layout to produce high torque figures. Fed by a
20mm carb, the engine produced 8,7 hp and had no problems pulling the tall
gearing which was later also used for the SX200. The engine layout was the same
as that of the TV Series II with 58mm stroke and a long, 116mm con-rod instead of
the 107mm item used for the LI. Wider silent blocks were used to smooth the
vibrations from the engine.
Lambretta GT 200 2. Version
Also the TV was subject to a few cosmetic changes during the production run.
Instead of the standard LI side-panels, it soon received the panels of the Special
models and the chrome ring under the headset disappeared. The early colour
schemes were based on a white scooter with yellow, red or blue as colour options
for side-panels, horncasting and mudguard. Other two-tone colour schemes were
grey/dark grey and ivory/brown. Later on, the TV was only offered in blue metallic.
These scooters also wore specific rear frame badges.
In October 1965 production of the TV III ceased after 37.794 items built.
TV (GT) 200
As the TV 175 was a spot-on success in the UK, the British Lambretta
Concessionaires urged Innocenti to produce a scooter with more capacity, power
and - of course - top speed. Initially Innocenti was not too keen to take up the idea,
but finally agreed to produce a 200cc Lambretta even if the UK importers had to
take care of any warranty claims themselves.
It is unclear whether the first TV 200 Lambrettas were only bored out 175cc
versions or if newly cast engine casings were used from the start. However all the
specific 200cc engine casings were used with a crank with 107mm con-rod and
66mm piston plus a taller gearing. The cylinder featured a relatively low inlet port
and also a rather low and wide exhaust port. As this layout led to frequent problems
with the pistons rings breaking, a cylinder with smaller but higher exhaust port was
introduced later on. The cylinder head was always a centre squish type.
The main problem of the TV200 was the engine vibrations which often caused the
exhaust mount to break. This however did not stop the TV 200 from becoming a
success in the UK. Unprecedented top speeds and powerful acceleration counted
more than reliability so that the sales department soon branded the TV as “Gran
Tourismo” scooter with reference to the famous GT sports cars of the time. Indeed
the 10.75 hp engine was capable of up to 112 kph top speed, even if under
favourable circumstances only as the engine struggled to pull the tall gearing.
After a while the TV 200 was also sold in France, Switzerland, the US and
Scandinavia. The design changes followed those of the TV 175.
Model Capacity
TV 175 175 cc
TV 200 200 cc
Production
03/62 - 10/65
04/63 - 10/65
Quantity
37.749
14.982
Prod. Code
175TV3
TV3
1st frame no
500.001
512.000
TV Series III (1st version) March 1963 December 1963: Side-panel buffers made
entirely from rubber. TV 175 rear frame badge with white background, until end of
1962 speedo-cable with small square point. Until September 1962 four-pole
magneto.
TV Series III (2nd version) December 1963 Mai 1965: Special side-panels, sidepanel buffers with clip, TV 175 rear frame badge with blue background.
TV Series III (3rd version) Mai 1965
October 1965: The chromed headset
ring disappears.
Lambretta TV 175 1. Version
White (8059)*1
Metallic blue (8062)*1
White (8059)*2
Dark grey (8071)*3
Coral red (8065)*3
Ruby red (8047)*3
Yellow (8064)*3
*1 single tone scheme
*2 two tone scheme frame
*3 two tone scheme side - panels
White (8059)*1
Metallic blue (8062)*1
White (8059)*2
Red (Chosen in GB)*3
Green (Chosen in GB)*3
Gold (Chosen in GB)*3
Blue (Chosen in GB)*3
Black (Chosen in GB)*3
*1 single tone scheme
*2 two tone scheme frame
*3 two tone scheme side - panels
19
20
Model History
Call - +49 (0) 22 38 307 430
Serie 3 - Special 125 & 150
The LI 150 Special was offered from 1963 and closed the gap between the
Lambretta LI and TV. Designed as a sportier version of the LI it looks astonishingly
similar to the TV. Only the badges, colour scheme and the missing disc brake at the
front make clear that this was indeed a completely different model. The dual seat
was fitted as standard.
The engine now had a modified cylinder with a newly designed head, which is
responsible for the increase in power by 1,65 hp compared to the LI, giving a power
output of 8,25 hp. As the production code of the engine is still 150LI, the engine can
only be distinguished by the wider silent blocks.
The 150 Special's gearbox has a closer ratio which makes it highly sought-after by
tuners from the start. However the third gear, even if strong enough for all standard
scooters, unfortunately proves too weak for tuned engines, causing frequent
gearbox failures. This was later overcome when Innocenti introduced an uprated
version. As the 150 Special was advertised in the UK with the band Gerry and the
Pacemakers (initially the Beatles were asked), the scooter is often referred to as the
Pacemaker.
When sales started to dwindle in the mid-sixties, Innocenti decided to introduce two
special versions of the 150 Special, the Silver and Golden Special. The scooters
were painted in a silver and golden paint scheme, which is not too spectacular in
the case of the Silver Special, as they were available in silver anyway. The only
difference in this case was the small “Silver” badge at the legshields. The Golden
Special however came in a unique gold-metallic colour scheme. The “Golden”
badge plus the dark green dual seat additionally set the scooter apart from the
standard models.
Altogether, 69.529 LI 150 Specials were built, which almost all left the factory in
their silver or golden livery. Only for the British market a different two-tone colour
scheme with white base paint and a number of colour options for the panels was
available. The Pacemaker was sometimes even shown with a disc brake in some
adverts, but apparently never sold like that.
From October 1965 on, also a 125 version of the Special is produced. Besides the
badges and the metallic blue paint scheme, there is no visible difference between
the 125 and the 150. Technically however the 125 is ahead of its elder brother. The
combination of 20mm carburettor, new cylinder porting, raised compression and
central squish head produced 7.12 hp and 90 kph top speed. The lower gearing
makes the 125 accelerate faster than the 150. The gearbox was later used for the
sporty DL/GP125 and 200 models. Towards the end of the production run, the
engine was further revamped and in this version was then used in the DL 125. Both
the engine cover and the clutch of the DL were already used here as well as the
rivetless rear sprocket.
At about the same time the white switches were beung replaced by black items, the
clip-on panels are introduced, the toolbox is now made from grey plastic and the old
horncasting badge is replaced by the new rectangular version. The seat however
was covered blue throughout the whole production period.
The 125 Special was produced until October 1966, altogether 29.841 scooters were
built. Only very few of them had not been painted metallic blue but white.
Model
125 LIS
150 LIS
Capacity Production
125 cc 10/65 - 01/69
150 cc 09/63 - 10/66
Quantity
29.841
69.529
Prod. Code
125LIS
150LIS
1st frame no
850.001
200.001
125 Special (1st version) October 1965 early 1968: Painted toolbox made from
steel
Lambretta LI 150 Special - Golden 3. Version
125 Special (2nd version) early 1968 late 1968: Rectangular horncasting badge,
unpainted plastic toolbox
Colour Codes Li 150 Special
125 Special (3rd version) late 1968 January 1969: Clip-on sidepanels, different
colour, M8 dome nuts
Silver (8060)*1
Gold (8063)*1
150 Special (1st version) September 1963 mid-1964: Side-panel buffer made
entirely from rubber
*1 for single colour paint scheme
150 Special (2nd version) mid-1964 May 1965: Side-panel buffer with clip
150 Special (3rd version) May 1965 September 1965: “Silver” and “Golden”
badges are being introduced in addition to the “Special” badge on the legshields
Colour Codes Li 125 Special
Blue metallic (8061)*1
White (8082)*1
150 Special (4th version) September 1965 October 1966: The chrome ring
under the headset is discontinued, side panel locking handles are simplified
Model History
Serie 3 - SX 150 & 200
The Lambretta Special X is derived from the Special and TV models. The TV (GT)
200 was superseded by the SX 200, while the SX 150 replaced the 150 Special.
The exciting and timeless shape of the bodywork was mainly retained. The main
difference between the SX 150 and the Special was the colour scheme. The silver
paint is replaced by off-white or apple green (which apparently was not in great
demand). In addition the SX 150 features a chromed mudguard crest and a
polished horn grille. Both SX 150 and 200 have a large “X” plus the respective
capacity stated over the Special badge on the legshields. The rear frame badge not
reads “Innocenti” on both models.
Contrary to the SX 150, the SX 200 is easy to be distinguished from its
predecessor. The colour used is Bianco Nuovo again, however the side-panels
were redesigned and now boast large flashes from polishes alloy with a “200” cast
on. The dynamic appeal is unequalled the SX 200 panels are probably the fastest
looking side-panels of all times. Further to that, a longer lickstart was used which is
unique to the SX 200.
Lambretta SX 150 1. Version
The catching slogan “Give yourself SX-appeal” perfectly suits these beautiful
scooters and underlines the potential of the SX. Another clear statement was the
new speed facias reading up to 120 kph at the 150 and 140 kph at the 200.
Engine-wise the 150 gets its deserved makeover and now uses the SH20
carburettor as well. Combined with a new cylinder, peak performance is increased t
9,38 hp, giving a top speed of 96 kph. Also the SX 150 is the only Lambretta that
uses two cylinder head gaskets at least if you don't count the twin cylinder
prototypes.
Even more refined are the changes to the 200cc engine. The problems with the TV
led to a newly designed exhaust, piston, engine mounts and cylinder. The exhaust
was now mounted with an additional bracket under the engine which better coped
with the engine vibrations. The porting of the cylinder was altered which, together
with the shorter gearbox of the TV 175, greatly enhanced the useability of the SX in
everyday traffic. Peak power was now 11 hp and a top speed of 105 kph was the
average figure for a well-running example.
Towards the end of the production the side-panel handles were replaced by steel
clips under the panels, the same system to be used by the later DL. Also, the steel
toolbox was replaced by a plastic item and the rectangular Innocenti badge
superseded the previous shield. The last models of the SX 200 had the wheel-rims
and brake-drums painted silver.
After three years and 31.238 scooters built, production of the SX 150 ceased in
January 1969. At the same time, the production of the SX 200 was stopped with
20.783 scooters made.
Model
150 SX
200 SX
Capacity Production
150 cc 10/66 - 01/69
200 cc 01/66 - 01/69
Quantity
31.238
20.783
Prod. Code
150SX
200SX
1st frame no
750.001
830.001
150 & 200 SX (1st version) October 1966 early 1968: Painted toolbox made from
steel, screw-in forklink buffers
150 & 200 SX (2nd version) early 1968 Autumn 1968: Rectangular horncasting
badge, unpainted plastic toolbox, clip-on forklink buffers
150 & 200 SX (3rd version) Autumn 1968 Winter 1968: Side-panels without
handles, the SX now also has the chromed mudguard crest and polished horn grille
150 & 200 SX (last version) Winter 1968 January 1969: Other colours, all M8
nuts now have 13mm spanner size
Lambretta SX 200 1. Version
Colour Codes SX 150
Grey (8070)*1
Appel green (8039)*1
White (8082)*1
Colour Codes SX 200
Weiß (8059)*1
Weiß (8082)*1
21
22
Model History
Call - +49 (0) 22 38 307 430
Series 3 - DL / GP 125 - 200
The DL / GP range supersedes all LI, Special, SX and TV models in 1969. In most
countries the models were marketed as Lambretta DL, while in the UK the
distinctive label Grand Prix (GP) was used similarly to the earlier GT, to create a link
to the then booming Grand Prix racing. This relation is reflected by the adverts and
slogans of the time (“A real goer!”) and perfectly suits the sporty appearance of the
scooter. The DL / GP range was available with the usual three capacities, even if
the engines had been significantly reworked.
The new bodywork, styled by the famous Italian automotive designer Bertone, is
shorter and slimmer than before. The legshields and horcasting have been
shortened to lower the handlebars, headset and headlight are now rectangular. The
front mudguard has a more aggressive pointed shape, forks, hubs and wheel-rims
are now painted silver as standard. The taillight is made from black plastic as all
other plastic parts are coloured black, while any chrome has been completely
abandoned. The plain side panels have black rally-stripes attached and incorporate
grilles which are also made from black plastic.
The DL 125 takes over the engine of the 125 Special. Engine numbers still start with
LI125S. Besides the rear sprocket, which is no longer riveted together but made
from billet steel, the main change is the crankshaft, which features a much stronger
taper to take the flywheel. Also, the drain valve on the inlet rubber hose was
abandoned.
Even if the DL 150 engine also retains the engine numbers of the SX150, changes
are much more refined: in addition to the aforementioned changes, the port layout
of the cylinder is altered. Also, a larger carb with 22 mm bore is used, which does
not raise peak power delivery very much (9,4 hp), but increases the useable rev
range.
Also the 200 cc engine still bears the SX200 engine numbers, even if a number of
significant changes are made. The improvements to crankshaft and inlet rubber
hose are the same as with the smaller models, but the gearing is changed
completely to a much shorter overall ratio (5,22 instead of 4,80 on the SX). The
gearbox was taken over from the LI 125 Special, but primary gearing was reverted
to a 18/47 sprocket ratio. The engine now keeps up speed much better even under
adverse conditions and reaches 110 kph top speed with greatly improved
acceleration. A 22 mm carb is used as on the DL 150.
But the ultimate improvement for the DL 200 was the introduction of an electronic
ignition, which was developed in co-operation with Ducati. The DL 200 Electronic is
easily recognised by a sticker on the legshields and a different seat. This newly
shaped seat with its structured cover is a clear reminder of the 70s sports car
interiors. Unfortunately no production numbers of the Electronic are known, as it
was produced from 1970 onwards alongside the standard version with points
ignition.
Also colour schemes are changed drastically. The late 60s fashion of colourful
designs is taken over, so that the DL 125 is available in turquoise or white colour.
The DL 150 is sold in Italy in red, whereas some export-markets receive two-tone
colour schemes. While the basic colour is always white, side-panels, horncasting
and mudguard are available in red or blue. The DL 200 in Italy is available only in
ochre, while customers abroad can chose from either ochre or red.
During the short production run, some minor changes are made. Early models have
the horncasting cover and rear frame grille painted in the same colour as the rest of
the bodywork, while later these parts are superseded by black plastic items. Also
the alloy choke and petrol tap levers and the grey plastic glovebox are being
replaced by black plastic versions. The very latest models had screws M6 x 30
instead of nuts and bolts to hold the chaincase cover.
In April 1971 the last DL / GP Lambrettas rolled off Innocenti's production line. With
15300 DL 125 models, 21050 DL 150 models and 9302 200cc models, production
numbers were rather low. The complete production line was then sold to India, were
the GP 200 was continued to be produced.
Lambretta GP 150 1. Version
Lambretta GP 150 1. Version
Lechler colour codes DL/GP 125
Turquoise (8016)*1
White (8082)*1
1
White (8082)*
Red (8073)*1
White (8082)*2
Red (8073)*3
Blue (unknown)*3
Model
Capacity
125 DL/GP 125 cc
Year
01/69- 04/71
Numbers Prod
15.300 22/1
Code Colour
Turquoise (8016)
White (8082)
150 DL/GP 150 cc
01/69 04/71
20.048
22/0
Red (8073)
White (8082)
Panels red (8073)
or blue (unknown)
200 DL/GP 200 cc
01/69 04/71
9350
22/2
Ochre (8080)
*2 for two colour paint scheme (frame)
*3 for two colour paint scheme (panels)
Ochre (8080)*1
DL/GP (1st version) 01/69 mid 1970: horncasting-grille, rear frame grille and tank
flap made from metal
DL/GP (2nd version) mid 1970 04/71: horncasting-grille, rear frame grille and tank
flap made from plastic
Model History
Licence Production
Besides the original Lambrettas made by Innocenti in Italy, there was a large
number of licence-built Lambrettas. In the Fifties, Lambrettas were
manufactured in Germany, France and also in South America.
The most important licence products however came from Spain and India,
where Series 3 Lambrettas were produced in large quantities. In fact
Lambrettas were produced for ten years longer in Spain than in Italy itself.
On June 17th 1952, Lambretta Locomociones SA was founded by a group of
businessmen from Basque country. Production started in 1954 in Eibar in
northern Spain.
The first Spanish models were 125/150 cc model D Lambrettas, which were
followed suit by the LD versions one year later in 1955. The Scooters were
up to par with the Italian originals in terms of quality, the main difference was
basically the badges. These Lambrettas were highly successful in Spain,
with 50.000 scooters sold until 1960. In this year, production of the Series 2
Lambrettas started. Also these scooters were high quality products, which
only differed in a turning front mudguard and a suitably styled horncasting
from the Italian models. The same parts were also used for a special sports
version offered by the UK importers called the Rallymaster.
Serveta 125 Scooterlinea 1. Version
From 1963, also the TV Series 2 was produced under licence. However this
was totally reworked, which resulted in a unique scooter. The turning
mudguard and horncasting was continued and the Series 2 headset was
replaced by a complete SX version. In addition, the TV Series 3 engine and
the disc brake were used.
In 1965 the Spanish production moved on to the Series 3 models, now
already under the name Serveta. The scooters were called “Scooterlinea”
and produced in 125 to 175 cc versions. In 1966, a 200 cc model called JET
200 was introduced. All Spanish models use the LI Series 3 mudguard and
horncasting and the hexagon-shaped headset of the Italian Special/SX. The
technical differences to the Italian Lambrettas were still very little. Very early
JET 200 models not only sported the disc brake but also the SX side panels.
Both were later replaced by the respective LI items together with new
badges.
Serveta 150 Special 3. Version
After Innocenti sold its production line to India, Serveta continued building
scooters in Spain. As the supply of Italian spares dried up slowly, Spanish
parts started to be used. The SX side panels were replaced by LI panels
with clip-on hooks while rubber floorboard mats were fitted instead of strips.
The air filter was moved into the toolbox.
During the Seventies, sales started to dwindle and a few changes were
made in an attempt to keep the scooters up to date. From 1975 to 1983 a
number of different Serveta versions were introduced. The JET was now
equipped with indicators on short chrome stems. The side-panel stripes
were similar to the DL's, albeit with a badge stating the capacity
incorporated instead of the grill. In the late Seventies, new switchgear and
an ignition lock behind the seat were introduced.
Serveta Jet 200 1. Version
Finally the Series 80 came up, which was fitted with a mudguard and
horncasting made from fibreglass, new indicators attached to the bodywork,
thick external front dampers and new stickers. Later an electronic Motoplat
ignition was used. Overall, built quality of the Servetas was much better than
that of its Indian cousins, even if there were some problems with the
electrics.
In India, the first Lambrettas were made by Auto Products of India (A.P.I.) in
Bombay. The licence contract stated that Model D Lambrettas would be
manufactured, however for the domestic market only. More important for the
international market however are the Lambrettas produced by Sooters India
Limited (SIL). The Lucknow based company not only bought the production
plant, but also the name Lambretta from Innocenti in 1971. Two years later
the production started after a thorough training of the workforce by Italian
specialists. SIL mainly produced their own version of GP models, which
unfortunately were of inferior quality compared to the original. Especially the
paintwork was of rather low standards, and the crankshafts were made from
weak materials, so that either the big- or the small-end bearing often failed
after a few hundred kilometres. Also the disc brake was discontinued on the
Indian scooters, but on the other hand a 12 V electronic ignition was fitted
as standard during the final years. Production at SIL ceased in 1998.
Serveta Jet 200 3. Version
SIL GP 200
23
Cylinder kits
P&P free from 300 Euro
for Netherlands, Luxembourg, Belgium and Austria
26
200 cc engine
0cc
engine 20
999.-
Call - +49 (0) 22 38 307 430
Lambretta Tuning
Lambretta enthusiasts have always tried to give their
scooters that extra bit of performance. You can get good
overview about the state of the art in tuning in the 60s
by looking at the Lambretta Performance, Tuning and
Conversions Manual (pt. no. 8099990) or Paolo
Catani’s website www.racinglambrettas.com. Without
doubt the TS1 cylinder kit from AF Rayspeed is a
milestone in Lambretta tuning, which until the
present day is the ultimate tuning kit for the
Lambretta. Like no other tuning part it was the
reason for the Lambretta establishing itself firmly
within the rally-going scooter scene during the 80s.
Still the TS1 might not be the right choice for
everyone. We will try to give you an overview about
the various tuning kits and their pros and cons on the
following pages.
Generally speaking all engines of the Lambretta LI series are
interchangeable. The main difference is between the small and the
big engine casings. All Lambretta models from 125 to 175 cc have the
small casings, while the large ones were used for the 200cc Lambrettas.
These were the TV (GT) 200m the SX 200 and the DL/GP 200 from
Innocenti. In addition these engines, which are in great demand because of
their tuning capacity, were used in the Spanish Servetas and the Indian GPs.
Whatever engine you have, it should get a thorough overhaul before you think about
tuning it. (Bearings, oil seals, gaskets and tolerances in general.) You will find the
Spanners Workshop Manual (pt. no. 8100061) a great guide to all the necessary
work as it not only shows each step in clear pictures, but also explains all stages of
the engine overhaul to an absolutely unequalled detail.
For both engines, a variety of tuning kits are available which will more ore less work
by simply bolting-on. The general distinction here is between cylinders with reedvalve or piston-ported induction. High performance kits for the small engine casings
have 186cc these are the GT, Mugello and Imola kit. For the 200cc engine, tuning
kits with up to 250cc are available.
For those who think that engine capacity is most important, we offer complete brand
new Indian 200cc engine or our special conversion kits. These include new 200cc
casings in which you can implement the internal parts of your old 125-175cc engine,
so that you can use a 200cc cylinder kit. With this conversion, you will have all
tuning options up to the 250cc Rapido cylinder.
Engine 200cc Lambretta Stage 4
Finally we offer a complete and brand new 200cc engine with electronic ignition.
This is a very good touring engine which does not require too much
maintenance work and still will offer a lot of grunt from low rpm. At the same
time, it will be the ideal basis for any further tuning steps.
The engines are made at SIL in India, where the new GP 200s were
produced until a few years ago. The production quality was considerably
improved during the last couple of years, which was especially beneficial for
the crankshaft both in terms of truth as well as bearings. Of course the
crankshafts still are not up to par with the race crankshafts we also offer.
The cylinder is the well-proven and powerful Indian 200cc stage 4 kit. It features
larger and better aligned ports than the Italian item and therefore gives both a better
peak performance and power band. The standard electronic ignition further
improves the reliability of the engine. Not included are the rear brake drum,
carburettor and kickstart lever, however the inlet manifold for a Jetex SH22 carb is
fitted. When fitting a brake drum, care should be taken to use the right cone. Any
Series III kickstart lever can be used.
Tuning Check list
While contemplating what tuning to do with your Lambretta, you
should bear in mind the following questions:
- What carb do you want to use? Do you want to retain the standard
air-filter box or do you want to use a tuning air filter? Is it important to
you whether the carb is fitted on the right- or lefthand-side of the
scooter?
- What about the exhaust? Do you want to use the standard exhaust,
an semi-standard clubman exhaust or a proper expansion pipe?
- How fast do you really want to go? A full scale race tune is of little
use if you then go touring with a lot of people who won't get past
90kph.
- What do you want to use the scooter for? Daily commuting, country
road, motorway, with pillion or on the quartermile? A special engine
set-up is required for each of these options.
- And, last but not least: what's your starting point and how much
money do you want to spend?
Caution: Even if the manufacturing quality of the engines
has been improved (for instance SKF quality bearings
were fitted as standard to the engines we checked)
we recommend inspecting the engine thoroughly
before use. The engine should be taken apart so
that all tolerances can be checked and the tight
fitting of all nuts and bolts is granted. Using a
good torque wrench can work miracles here!
Our tip: The use of a 28/30mm carb greatly
boosts performance!
Engine 200cc Lambretta Stage 4
8001012
999,00 €
27
Conversion kit
200/225 cc conversion kit
If you are in doubt about buying a complete Indian engine, here is the alternative for
you: Our conversion kit includes everything you will need to convert your old 125 175
cc engine to 200cc yourself. This will then offer all options for further tuning or for
simply building a fast, reliable touring engine based on the standard stage 4 kit. Care
should be taken that the donor engine is in good nick: you will need to use the mag
housing, gearbox, clutch, front sprocket, chain, chaincase cover, kickstart mechanism
and rear brake drum from it. Special attention should be paid to the transfer port on
the magneto side: The cylinder may foul the mag housing here on some early
examples.
Included in the kit are an electronic AF ignition kit complete with regulator, a race
crank, high quality race bearings, cylinder kit plus race chain tensioner and new
clutch plates. And finally new Indian 200cc engine casings of course.
In detail, the kit includes the following items:
Engine casings 200cc
Silent block for 29cm engine mounts
Electronic AF ignition kit GP/DL
Race crank GP 58mm
Bearing NU 2205
Bearing 6305RS1
Gasket kit 200cc
Woodruff key
Drive-side oil seal plate screw M6x16
Oil seal kit with o-rings
Flywheel nut
Race chain guide S4
Clutch plates SURFLEX S4
Clutch spring standard
Clutch nut locking plate
Chain tensioner locking plate
8001010
8001090
8030565
8070002
8002111
8002071
8800003
9999002
8002040
8800011
8012390
8020000
8003150
8020002
8003190
8003300
1
2
1
1
1
1
1
1
4
1
1
1
1
5
1
1
Sum
199,00 €
25,80 €
249,00 €
139,00 €
35,00 €
17,00 €
15,00 €
0,80 €
2,00 €
14,00 €
3,00 €
24,90 €
15,00 €
4,00 €
1,30 €
1,00 €
754,70 €
Cylinder kit
Next step is to choose from two different cylinder kits: either use
the cheap and reliable 200cc stage 4 cylinder kit (kit 1) or opt for
the 225cc Rapido kit (kit 2). The stage 4 has a 3-ring piston known
form all Indian Lambretta engines. The 225cc Rapido kit features a
Asso/Vertex piston with two thin chromed piston rings. Contrary to
the 200cc Rapido, the piston skirt is not shortened here, so that small carburettors can
be used. The 225cc Rapido is especially good at producing impressive torque figures.
Cylinder kit 200cc SIL Stage 4
Cylinder head 200cc
8001431
8001480
144,90 €
42,90 €
Cylinder kit 225cc AF Rapido
Cylinder head 225cc AF V2005
8000011
8000018
319,00 €
59,00 €
Carburettor sizes: for both cylinders, useable carburettor sizes are between 22
and 32mm.
Choice of exhaust: a Clubman exhaust is very well suited for both
kits. An expansion pipe will of course enhance performance.
Conversion kit
Cylinder + head
Sum of catalogue prices
Our kit price
You save
Kit 1 Stage 4
754,70 €
187,80 €
945,50 €
759,00 €
186,50 €
Kit 2 Rapido
754,70 €
378,00 €
1135,70 €
999,00 €
136,70 €
Both kits are special offers which cannot be combined with other offers. We also
cannot leave certain parts out or replace them with other parts. Please also note that
the kit only contains the parts needed for converting an engine, it is neither a complete
engine nor is the cost for labour incuded in the price.
Neither exhaust, carb nor inlet manifold are included in the kit. As these items
significantly influence engine characteristics, we do not want to prescribe any certain
set-ups here. Also, you might want to use parts from your old engine here.
The transmission is also not included. We recommend using an overall transmission
ratio of 5.22 to 4.80 in 4th gear. Please refer to our transmission ratio table in this
catalogue to find out how to work this out.
n
rsio
e
v
n
o
c
c
c
200
759.-
28
Cylinder kits
Call - +49 (0) 22 38 307 430
SIL 175cc conversion cylinder kit
This is a great conversion to enhance performance of the smaller Lambretta
engines. It is based on an Indian 150cc cylinder taken out to 62mm. The main
advantage of the Indian cylinder is the extremely hard cast iron used, which has
turned out to be very resistant to wear. A weak spot of the cylinder however are
unevenly cast ports. Still it is a very reliable and cheap replacement for 125 or
150cc cylinders even in its basic condition, which can be used with standard
components without problems.
When leaving all other parts standard, a 108 to 115 main jet should be used in the
SH20 carburettor. With a SH22 carb, the jetting should be along the lines of the
DL200's 118 to 125 main. The choice of exhausts should then be either a goodcondition standard item or a Clubman. The overall gearing should be in the region
of 5.4 to 5.6, depending on personal preferences. The standard head cannot be
retained, here a machined item which has been taken out to the required bore must
be used.
If you spend a little time and effort, you can easily build quite a powerful engine
which is well suited for touring use. Given the correct environment, top speeds of
about 115 kph can be achieved.
Of course the cylinder can be opened up for some extra performance. Suggested
timings are 165 175 degrees exhaust timing, 123 126 degrees transfer timing and
140 145 inlet timing. This allows the cylinder to rev freely without sacrificing too
much bottom-end power. Carburettor size in this case should be between 22 and 28
mm. An Clubman or better an expansion pipe should be chosen exhaust-wise, PM,
JL KRP3 or MB Devtour are specifically recommended here.
SIL-175ccm0
9
109.
175cc conversion
If you don't want to worry too much about working out the port timings, a rough
guide is as follows: The exhaust port can be raised by about 2 mm, while the inlet
should be lowered by about 1,5 mm and opened to the right by about 3 mm. This
will improve gas flow and the rev-range at the same time.
Especially after tuning the cylinder, we recommend the use of a beefier crank and
an electronic ignition. This will improve the reliability of your engine for various
reasons: The DL/GP cranks are not only sturdier than the LI item, they usually also
have better bearings. The electronic ignition can be set much more accurately. An
additional bonus is that pulling power can be further increased by using a light AF
flywheel.
175cc conversion
There are two limitations with respect to the Series II: The standard exhaust of
these scooters is rather restrictive and should not be the first choice when building
such an engine. Also, the early crankshafts only had a bronze bush as small-end
bearing these cranks should definitely be avoided.
Conclusion: Cheap exchange kit with a power boost.
Cylinder conversion kit 175 cc
8000500
109,90 €
(including cylinder, piston, piston rings, gudgeon pin and gudgeon pin clips)
Spare parts and accessories for 175cc conversion kit:
Piston 62,0 mm conversion
Gudgeon pin clip (1pc)
Cylinder head 175cc*
Cylinder head gasket*
Cylinder base gasket*
Exhaust gasket*
Inlet manifold gasket 20mm*
Inlet manifold 20mm*
Inlet manifold stud M7x35*
Exhaust stud M7x30*
Spark plug Bosch
*not included in the kit
8002183
8002184
8002185
1220004
8001482
8001492
8001470
8006000
8006730
8006720
8006721
8001450
8001441
8001460
3400003
45,00 €
45,00 €
45,00 €
0,50 €
42,00 €
1,90 €
1,30 €
2,30 €
1,30 €
14,90 €
14,90 €
0,90 €
0,90 €
0,90 €
3,50 €
Cylinder kits
Mugello Racing 186 cc
6V
Mugello 18
The Mugello Racing 186cc V2 cylinder kit is much more than just an improved version
of the standard Lambretta cylinders. Nevertheless, all inlet manifolds and exhausts fit
the piston-ported Nicasil plated alloy cylinder.
Piston, cylinder bore, porting layout and material of the cylinder have been greatly
improved. The cylinder is sand-cast of alloy and Nicasil plated afterwards. The
combination from alloy and Nicasil reduces friction to a great extend, at the same time
the heat-dissipation of the alloy barrel is much superior to that of a cast iron one. The
sand-casting production gives a little rougher surface than other casting methods, but
on the other hand the mould can be altered much easier and cheaper. The cylinder
has a 64mm bore which is responsible for the considerable increase in capacity to
186cc. The piston is very light and features two thin, chromed piston rings which are a
vast improvement over the thick standard rings. To ease running-in of the kit, the
piston is additionally coated. A specific cylinder head is included in the kit which
features locating bushes to exactly fit the cylinder.
29
2
399.-
The layout of the cylinder is vastly superior to that of the standard item. The V2 is
designed to give very useable port timings without any further alterations a suitable
base gasket is included in the kit.
The standard SH20 carburettors can be retained. However to unleash the potential of
the cylinder and assist cooling, we recommend using a Mikuni 24 mm or Dell'Orto
PHBL 25 mm carb. Carburettors of up to 28 mm size can be used, we have had very
good results especially with Mikuni or PWK carbs. Ideally inlet manifold and inlet port
should be gas-flowed, which is very easy with the alloy kit. Further to that, we
recommend using an air filter on all carbs, either in conjunction with the standard airfilter box or as a foam filter.
The transfers have been increased in size significantly, not only on the base of the
cylinder but also in the bore. An additional boost port improves cooling of the piston
and gas flow. If the engine is rebuilt from scratch, we recommend opening up the
transfer ports in the casings to match the cylinder. The cylinder base gasket can be
used as a guide here.
Also the exhaust port is larger than standard, which both improves peak performance
and acceleration. Using a DL 200 or Clubman exhaust will result in a very powerful
touring engine. If this is not enough, an expansion pipe will help to find additional
horsepower. Our recommended pipes are KRP1 or Taffspeed. For the use of the
PM25, KRP3 or Devtour, the exhaust port should be raised a little bit to about 170
degrees exhaust timing.
186cc Mugello Racing V2
The transmission ratio should be about 5.3 in fourth gear, depending on the exhaust
used. A Mugello 186cc kit, combined with a 24 mm Mikuni carb and a Clubman
exhaust will produce about 10 hp at the rear wheel with peak power at 7000 rpm in
fourth gear. This is more than impressive if you remember that standard 125 or 150cc
engines only give 5 to 7 hp at the rear wheel. A larger carb will increase performance
to 12 hp and an expansion pipe will get you past the 15 hp mark.
The kit includes the cylinder, cylinder head and the complete piston, inlet and exhaust
studs and gaskets plus a range of base gaskets to adjust the squish clearance.
Conclusion: Very high-quality cylinder kit with great timing layout. Bolt-on power plus
further increase in performance by using the right tuning components. Suitable for
touring and carrying a passenger.
Cylinder kit Mugello V2 186 cc
8000019
399,00 €
(including cylinder, cylinder head, piston, piston rings, gudgeon pin and clips, gasket kit and locating bushes)
Spare parts and accessories for 186cc Mugello kit
Piston 64,0 mm Mugello
Exhaust gasket*
Inlet manifold gasket 20mm*
Exhaust stud M7x30*
Spark plug Bosch W3CC
8000024
1020011
8001470
8006000
8006730
8001450
8001441
8001460
3400003
90,00 €
0,50 €
1,30 €
2,30 €
1,30 €
0,90 €
0,90 €
0,90 €
3,50 €
Data sheet: 186 cc Mugello Racing V2
Manufacturing method
Bore
Stroke
Capacity
Induction system
:
:
:
:
:
Alloy sand cast Nicasil plated
64mm
58mm
186cc
Piston ported
Transfer timing
Exhaust timing
Blow-down timing
:
:
:
123° degrees of crankshaft rotation
166° degrees of crankshaft rotation
21,5° degrees of crankshaft rotation
30
Cylinder kits
Call - +49 (0) 22 38 307 430
c
Imola 186c
499.-
Imola 186cc cylinder kit
Also the Imola is a Nicasil-plated alloy cylinder kit. Reedvalve induction and porting
layout are very similar to the TS1. Also all exhausts with TS1 stub and all TS1 inlet
manifold fit the Imola.
The big difference however is the 64mm bore as the Imola kit is designed for
the 125 175 engine casings, for which it is the most powerful kit available.
Depending on the setup, between 14 and 22 hp can be achieved.
Besides the cylinder, inlet manifold and complete piston, a selection of
gaskets, studs and nuts are also included in the kit. A real gem is the
cylinder head, which is also part of the kit. It is specifically shaped to
match the piston crown and fixed to the cylinder by using locating
bushes.
The high quality piston is the same as used for the Mugello kit, only
without boost port windows. Due to its lightweight design, engine
vibrations are effectively reduced. Two 1 mm piston rings and a
graphite coating to aid running in leave nothing to be desired.
As the Imola is also sand cast, changes to the design of the
cylinder are rather easy. So the current Imola is already the
second version, featuring a larger base gasket surface and an
improved porting layout. Also the reed petals and the inlet manifold
have been improved since the introduction of the kit. The old inlet
manifolds occasionally caused problems as some of them leaked
air. The current version has been beefed up at the critical points and
has turned out very reliable now. A huge advantage of the Imola inlet
manifold is its small size. The manifold is significantly shorter than the
TS1's, so that the carburettor sits closer to the frame, giving more room under
the panel. The carburettor is sitting at the righthand side of the engine so that the
battery holder must be removed. Suitable carburettors for the standard inlet manfold
are Dell'Orto PHB and VHS 28 mm carbs, the Mikuni TM 27 or 30 and the Keihin
PWK 28.
Imola 186cc
Imola 186cc
At the current version of the Imola, all gasket faces at the exhaust and transfer ports
leave enough space for further tuning. But even straight from the box the Imola is a
powerful piece of kit. With a high-revving exhaust like the KRP2 or KRP4, top
speeds of more than 120 kph can easily be achieved. With a standard Pacemaker
gearing, this equals 10.000 rpm. High quality bearings and a race crank are an
absolute must with such rev figures.
If you don't like such extremely revvy set-ups, a different choice of exhaust can turn
the Imola into a great touring kit. An exhaust which produces more torque (PM 28,
MB Dev Tour, Taffspeed) will change the nature of the engine drastically. As the
performance is no longer achieved by high rpm, a taller gearing should be used. If
you don't worry about a few horsepower more or less, you can also use the Imola
with a Clubman exhaust for a smooth and trouble-free ride.
Imola 186cc
Conclusion: Baby Ts1!
Cylinder kit Imola 186 cc
8000003 499,00 €
(including cylinder, cylinder head, inlet manifold, reed block, piston, piston rings, gudgeon pin and clips, gasket
kit and locating bushes)
Spare parts and accessories for 186cc Imola kit:
Data sheet: 186 cc Imola
Bore
Stroke
Capacity
Induction system
Transfer timing
Exhaust timing
Blown down timing
Exhaust width:
Exhaust height
Exhaust surface:
Transfer width (main transfers)
Transfer height (main transfers)
Boost port width
Boost port height
Surface transfer ports
Inlet width
Inlet height
Surface inlet
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
Alloy sand cast Nicasil plated
64mm
58mm
186ccm
Reed Valve
125°
178°
26,6°
44mm
29mm
1050mm²
21mm
15mm
20mm + 10mm
13mm
1050mm²
40mm
30mm
1050mm²
Piston 64,0 mm Imola
Piston rings Imola (pair)
Inlet manifold Imola 186cc
Reed block Imola 186cc
Exhaust gasket
Exhaust stud M7x30
Brass exhaust nut
Spark plug Bosch W3CC*
8000036
8000037
1020011
8000035
8000034
8001470
8006001
8001460
8006003
3400003
90,00 €
32,90 €
0,50 €
60,00 €
59,90 €
1,30 €
3,00 €
0,90 €
1,00 €
3,50 €
Cylinder kits
Gran Turismo 186cc cylinder kit
The Gran Turismo is a cast-iron cylinder with reedvalve-induction. The four
transfers a nicely shaped and consist of two main transfers and two boostports.
Due to the material used, the cylinder can be bored to 66,5 mm.
GT 186cc
439.-
The kit is available with two different inlet manifolds. If you are using the 26mm
version, the carb is still sitting on the lefthand.side of the engine and the standard air
filter box can be retained. Due to the slim reed block used which originally is used in
cart racing, there are absolutely no problems clearing the frame or the side-panel. Also
a battery tray, if fitted, does not have to be removed and choke and throttle cable can
stay in place. The scooter can build back to standard easily, only the cylinder cowling
must be modified for the inlet manifold.
The power output of the kit is not to be sniffed at. Even if only used with a 24mm
Mikuni carb and a DL 200 exhaust, it produces more horsepower than a standard GP
200 and at the same time offers much more pulling power due to higher torque
figures. Using a Clubman exhaust, power is increased to 13-14 hp. With an old
NK exhaust and a 24 mm PHBL carb you are already looking at 16 hp. Further
to that, the Gran Turismo offers great potential for further tuning. Both an
expansion pipe and a larger carb can be used with good results. For
carburettors bigger than 25 mm, a different inlet manifold is
available which points to the righthand side of the scooter. The
finish of the cylinder shows a lot of attention to detail, you soon
realise that the products of other makes and their weaknesses
have been meticulously studied.
The engine which is treated to this power boost however should
be in good shape. The crankshaft plus bearings as well as the oil seals must be in
very good condition, use of a GP/DL crank and an electronic ignition is highly
recommended if a high-revving exhaust is fitted. In any case the ignition should be
working faultlessly and be set to 19 deg before TDC (this is 2mm before TDC using
58mm stroke and a 107mm con-rod). Series I or II crankshafts with a bronze bush
instead of a small-end bearing should be replaced.
The kit includes the cylinder, inlet manifold, reed-block, small-end bearing, bolts and
gaskets and the high-quality Yamaha piston. This Mitaka Yamaha YPVS piston fits the
Gran Turismo without further modifications, so that no problems with relocated pistonring pegs are to be expected. Despite its high quality, this piston is relatively cheap
and available from 64 to 66,5 mm diameter. The detailed instructions which come with
the kit explain how to match the cylinder head to the piston.
Gran Turismo 186cc
The Gran Turismo kit offers a very wide and useful spread of power. If you like the
power band of a standard Lambretta, the GT kit is ideal for you, as it simply offers
more of that in any part of the rev-range. The useability of the smaller Lambrettas is
dramatically increased this way. Besides the improved performance, petrol
consumption is very moderate. At 60 mph (90 kph), less than 4 litres per 100 km
should be needed. Gearing-wise, a 16 teeth front sprocket should be sufficient. If you
want to find out more about the GT kit, have a look at
www.granturismo.pwp.blueyonder.co.uk and the Scootering issues 160, 179, 211 and
224.
Conclusion: The Gran Turismo is the ideal cylinder kit for those who do not want to
change the standard looks of their Lambretta, but still want more useable power to go
touring. If you want a race kit that squeezes the last fraction of a horsepower out of
your scooter, this is clearly not the one to go for.
Cylinder kit Gran Turismo 186 cc
Gran Turismo 186cc
Gran Turismo 186cc
8007090 439,00 €
(including cylinder, inlet manifold, reed block, piston, piston rings, gudgeon pin and clips)
Spare parts and accessories for 186cc Gran Turismo kit:
Piston GT 64,25 mm (1st oversize)
Inlet manifold GT 30 mm
Reed petals
Reed block gasket (outside)
Reed block gasket (inside)
Exhaust gasket bigbore
Exhaust stud M7x30
Brass exhaust nut
Spark plug Bosch W3CC*
8007091
8007092
8007093
8007095
8007094
8001470
8006002
8001460
8006003
3400003
79,90 €
48,00 €
19,00 €
3,50 €
3,50 €
1,30 €
2,90 €
0,90 €
1,00 €
3,50 €
Data sheet: 186 cc Gran Turismo
Bore
Stroke
Capacity
Induction system
Transfer timing
Exhaust timing
Blow down timing
Exhaust width
Exhaust height
Exhaust surface
Transfer width
Transfer height
Boost port width
Boost port height
Surface transfer ports
Inlet width
Inlet height
Inlet surface
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
Fe - Cast iron
64mm
58mm
186 cc
Reed valve
120°
170°
25°
41mm
24,5mm
940mm²
20mm
13mm
23mm
13mm
850mm²
39mm
25mm
970mm²
31
32
Cylinder kits
Call - +49 (0) 22 38 307 430
GP 200 Stage 4 cylinder kit
This is the cylinder which was fitted as standard to the Indian GP 200 Lambrettas.
The barrel was modified to stage 4 specifications by increasing the port timings
without loosing its suitability for day-to-day use. Also the materials used add to the
overall ruggedness of the kit. If you have ever tried to tune such a cylinder by hand
you will know how hard the cast iron barrel is.
4
SIL Stage90
144.
The Stage 4 can be used with standard carburettors like the SH 20 or Jetex SH
without problems. Full performance is delivered using a 24 mm carb or larger, which
then should be used in conjunction with the standard air filter box or a foam filter.
Also many different kinds of exhausts can be used successfully. When fitted with a
Clubman exhaust and a 30 mm carb, the cylinder offers up to 15 very reliable
horsepower. Up to 5 hp more can be gained when using a good and suitable
expansion pipe.
Despite its slightly tuned timings compared to the original cylinder, the Stage 4
provides enormous grunt from low revs. This makes it the first choice for building a
reliable touring engine. Exhaust timing is 168 degrees, which is a good compromise
between bottom-end power and peak performance. Even with a PHBL 25mm carb
and Clubman exhaust the engine reaches 8000 rpm, which gives a touring speed of
110 kph. The kit produces enough torque to pull the tall SX 200 gearbox.
If this is not enough, a larger carb and a expansion pipe can be used. With a JL
Taffspeed Road the engine will get near to 18 hp. In general, any type of expansion
pipe may be used in conjunction with the Stage 4, which might be of interest for all
those who contemplate upgrading to a TS1 later on.
The Stage 4 offers good performance at a very fair price with reasonable additional
costs. The kit can be combined with a 22mm carb and a standard exhaust without
problems, so that it is also a good choice if a smaller engine is converted to 200cc
using new engine casings only.
Ignition timing is 19 degrees for most engines. Only for high-revving engines with
peaky expansion the ignition should be further retarded.
The cylinder kit can be reconditioned easily after a seizure using a suitable oversize
piston which we also offer. An interesting option is also to use a Rapido piston the
70mm piston will take the Stage 4 to 225 cc, giving an additional boost in power.
Altogether the Stage 4 is a very versatile kit with lots of tuning potential bored to
225cc, with an expansion pipe and 30mm carb it may even break the 20 hp barrier.
The decisive factor here is the transfer timing, which can be raised easily by using a
60mm crank.
SIL - 200cc Stage 4
Conclusion: A well-working compromise of durability and power. Pulls very good
from the traffic lights and is rugged enough for hard motorway work. Only cast iron,
but can be bored to 70mm.
Cylinder kit SIL - 200cc Stage 4
8001431
144,90 €
(including cylinder, piston, piston rings, gudgeon pin and clips)
Spare parts and accessories for 200cc Stage 4 kit:
Technichal data SIL 200 cc Stage 4
Barrel material:
Bore:
Stroke:
Capacity:
Induction system:
Cast Iron
66mm
58mm
200cc
piston ported
Transfer timing:
Exhaust timing:
Blow-down timing:
Inlet timing:
119 degrees
168 degrees
24,5 degrees
148 degrees
Barrel 200cc without piston
Piston 66,0mm complete
Piston rings 66,0mm (kit)
Gudgeon pin clip 16mm(1pc)
Cylinder head gasket 1,4 mm*
Exhaust gasket*
Inlet manifold gasket*
Exhaust stud M7x30*
8001432
8002186
8002187
8002188
8002176
8002177
8002178
1220004
8001480
8001493
8001494
8001471
8006000
8006731
8001450
8001440
8001460
3400003
82,90 €
49,00 €
49,00 €
49,00 €
10,00 €
10,00 €
10,00 €
0,50 €
42,90 €
2,80 €
4,00 €
1,30 €
2,30 €
1,30 €
0,90 €
0,90 €
0,90 €
3,50 €
Cylinder kits
Mugello V1 200 & 225cc cylinder kit
1
Mugello V
The Mugello 225cc kit is a significantly improved version of the Lambretta standard
cylinder. All inlet manfolds and exhausts designed for the standard barrel fit the
piston-ported alloy kit without problems.
33
399.-
The improvements relate to piston, bore, transfer design and material of the
cylinder. The barrel is a sand-cast aluminium item with Nicasil-plated bore- This
combination greatly reduces the wear of the cylinder, at the same time the heatdissipation of the alloy barrel is much superior to that of a cast iron one. The sandcasting production gives a little rougher surface than other casting methods, but on
the other hand the mould can be altered much easier and cheaper. The kit is
available with 66mm or 70mm bore giving 200 or 225 cc capacity. The piston is very
light and features two thin piston rings with chromed edges, which are a vast
improvement over the thick standard rings. To ease running-in of the kit, the piston
is additionally coated. A specific cylinder head is included in the kit which features
locating bushes to exactly fit the cylinder.
The porting layout of the V1 resembles that of the standard barrel. The two transfer
windows in the bore have been increased in size significantly. Also the exhaust port
is larger than standard, which both improves peak performance and acceleration.
The inlet prot in its standard form is designed so that SH 20 or SH 22 carburettors
can be used without problems. However, carburettor sizes up to 30mm can be used
successfully. We have had very good results using Mikuni or PWK carburettors.
Ideally inlet manifold and inlet port should be gas-flowed, which is very easy with
the alloy kit. Further to that, we recommend using an air filter on all carbs, either in
conjunction with the standard air-filter box or as a foam filter.
The transmission ratio should be between 5.2 and 4.8 in fourth gear, depending on
the exhaust used. Combined with a 30mm carb, a Ramair filter and a Clubman
exhaust, the Mugello 225cc kit will produce about 14 hp at the rear wheel. This is
more than impressive if you remember that standard 200cc engines only give about
10 hp at the rear wheel. With a GP200 gearing it will rev up to 8000 rpm in fourth
gear.
Mugello V1 - 200cc
The Clubman exhaust will produce a very useable spread of power, but of course is
not the first choice if it comes to peak performance. Using an expansion pipe will
improve peak power drastically without sacrificing too much touring-potential if the
port timings are left as standard.
The wide transfer ports offer a very good basis for further improvements by
modifying the inlet and exhaust port. The main limiting factor however is the low
transfer timings. 116 degrees are the same as standard and will always hinder peak
performance. To improve on this situation we recommend using a 60mm crank. This
will raise the transfer timing to 128 degrees at 171 degrees exhaust timing. A setup
which is ideally suited for fast touring use. If you want a little more revs, you can
raise the exhaust port to 175 degrees.
Mugello V1 - 200cc
With even further modifications the V1 and an exhaust like the KRP 4, the Mugello
can be a real powerhouse. Peak power delivery up to TS1 level can be achieved
even if the powerband will be rather narrow then.
Mugello V1 - 200cc
Included in the kit are the cylinder, cylinder head and the complete piston, inlet and
exhaust studs and gaskets plus a range of base gaskets to adjust the squish
clearance.
Conclusion: Sporty allrounder with great tuning potential.
8000020
8000021
399,00 €
399,00 €
(including cylinder, cylinder head, piston, piston rings, gudgeon pin and clips, gasket kit and locating bushes)
Spare parts and accessories for 200/225cc Mugello kit:
Piston 66,0 mm Mugello V1 200cc
Piston 70,0 mm Mugello V1 225cc
Cylinder head gasket 1,4 mm*
Exhaust gasket*
Exhaust stud M7x30*
8000022
8000023
1020011
8001493
8001494
8001471
8006000
8006731
8001450
8001440
8001460
3400003
90,00 €
90,00 €
0,50 €
2,80 €
4,00 €
1,30 €
2,30 €
1,30 €
0,90 €
0,90 €
0,90 €
3,50 €
Technical Data: Mugello V1 200 & 225cc
Barrel material:
Bore:
Stroke:
Capacity:
Induction system:
Sand.cast alloy with Nicasil-plated
bore
66 mm / 70 mm
58 mm
200 cc / 225 cc
piston ported
Transfer timing:
Exhaust timing:
Blow-down timing:
Inlet timing:
116°
163°
22°
147°
SCK recommended setup:
Port timings using a 60 mm crank (1mm base gasket):
Transfer timing:
Exhaust timing:
Blow-down timing:
Inlet timing:
128°
171°
21,5°
141°
34
Cylinder kits
Call - +49 (0) 22 38 307 430
5
Rapido 22
319.-
AF Rapido 225cc
Although already in production since 2001 the Rapido kit has still not made its
breakthrough. Right after the introduction of the kit there was a lot of criticism
because of the port timings and the manufacturing method. We think that this is not
justified. Let's start with the manufacturing: The Rapido is made using the so-called
AL-Fin method, using a cast-iron bore and an alloy jacket cast around it. To keep
this brief it may be said the this system works. The suspicion that gas leaks would
occur between the bore and the jacket was proved wrong in the meantime and all
Rapido users we have spoken to so far are absolutely convinced about the
performance and reliability of the kit.
The Rapido kit is available in three different cubic capacities: 200, 225 and
250cc. However the cylinders not only differ in their capacities, but also and most
important in their port timings. The 200cc kit is available as a Classic and a Race
version. The Race version uses a very good Asso piston with two thin rings
which unfortunately has been shortened by 3mm at the inlet side, giving a very
long inlet timing. The 200cc Classic Rapido features a 3-ring Mahle piston, which
has not been shortened on the inlet side. Also the exhaust port is a little smaller,
so that the port timings are much more conservative.
The 225cc Rapido now combines the best of both worlds: The port layout is that
of the 200cc Race version and the piston is a very good quality item. The
advantage is that the piston skirt has not been shortened in this case, so
that the inlet timing is still rather moderate and suitable for touring use.
The well-working port layout and the additional 25cc make this the
best buy, so that we no longer offer the 200cc versions.
The port timings of the Rapido 225cc kit are much longer than
standard. This was intended by AF as the Rapido was designed as
a “road race” tuning kit from the beginning. It is obvious that due to the
high power output of the kit, the rest of the engine must be in top condition and
able to cope with the extra power. Use of a GP crankshaft is an absolute necessity.
AF - Rapido 225cc
AF - Rapido 225cc
Even without further modifications, you will get more than 18 hp when using the
Rapido 225 in conjunction with a PM exhaust and a 30mm carb. Despite the rather
long exhaust timing of more than 180 degrees the Rapido will produce peak
performance already at 7000 rpm. The 148 degrees inlet timing of the 225cc version
is perfectly suited for all street and touring engines. But further to that the Rapido
can easily be tuned to full race specification, If you raise the exhaust timing by
about 6 to 10 degrees, you will get a road ripping engine that is up to par with most
TS1s. The Rapido then benefits from the long blow down timing which is a
prerequisite for achieving high rpm. The smoothly running Rapido will then loose a
bit of bottom-end power, but will return more than 25 hp peak performance instead.
The other extreme is to use a Clubman exhaust and a 27mm carb to get a reliable
and very powerful touring engine which will pull up to 120 kph using the standard
GP 200 gearbox.
Conclusion: Well-balanced cylinder kit with a lot of potential both for further tuning
and touring use in conjunction with a Clubman exhaust and small carbs.
AF - Rapido 225cc
Cylinder kit AF Rapido 225cc
8000011
319,00 €
(including cylinder, piston, piston rings, gudgeon pin, clips and gaskets)
Spare parts and accessories for 225cc Rapido kit:
Technical data AF - Rapido 225 cc
Barrel material:
Bore:
Stroke:
Capacity:
Induction system:
AL-Fin
70mm
58mm
225cc
piston ported
Transfer timing:
Exhaust timing:
Blow-down timing:
Inlet timing:
130°
182°
26°
155°
Exhaust width:
Exhaust height:
Exhaust surface:
Transfer width (main):
Transfer height (main):
Transfer width (side):
Transfer height (side):
Overall transfer surface:
Inlet port width:
Inlet port height:
Inlet port surface:
41mm (62%)
27mm
about 1000mm²
21,5mm
14mm
10,5mm
14mm
about 890mm²
43,5mm
23mm
about 860mm²
Piston Rapido 225cc complete
Piston rings Rapido 225cc (kit)
Cylinder head gasket 225cc*
Cylinder base gasket
Exhaust gasket*
8002207
8000006
1020011
8000018
8000074
8000075
8001495
8001471
8006002
8006731
3400003
99,00 €
39,90 €
0,50 €
59,00 €
44,90 €
27,90 €
4,90 €
1,30 €
2,90 €
1,30 €
3,50 €
Cylinder kits
AF - Rapido 250cc
0
Rapido 25
It seems that AF Rayspeed love to always push the limits of road-going scooter
tuning further. The latest invention to prove this is the Rapido 250cc cylinder kit,
introduced in 2004. This cylinder kit enables the average Lambretta user to
achieve what every scooterist in the 60s and 70s has been dreaming of: a
true 250cc Lambretta. In those days, Arthur Francis built a couple of 250 Stypes by using Bultaco or Montesa components. Unfortunately
manufacturing of these engines was a very complicated affair, so that 250cc
scooters always stayed true rarities. In 1984 Ray Kemp built a simpler
250cc engine which gave the competition a good run for their money in the
Lambretta race series.
409.-
Now AF Rayspeed has taken up this great tradition again. The difference is
that the new Rapido 250cc kit is a powerful and straightforward conversion
which is easy to use and to set up. However it is not a simple bolt-on affair. To fit
the kit to a 200cc Lambretta, a 60mm crankshaft must be used. All 60mm cranks
easily fit a Lambretta crankcase without further modification. However the crankcase
mouth must be machined to accept the barrel. The spigot of the cylinder has been
increased from 74,8mm to 77,8 to leave enough flesh for the 72mm bore. So the
casings must be taken out by 3mm accordingly. Of course also a cylinder head
with matching diameter must be used, too.
If used with a Clubman exhaust, peak power output of the Rapido 250cc
will be around 20 hp. The best thing however is the enormous torque which
is produced over most of the rev-range. This engine will easily pull a tall GT
200 gearbox and therefore reach high top speeds at low rpm.
The wide spread of power is also helpful when it comes to choosing an exhaust.
A Clubman will provide you with a nice touring setting, even if at the expense of a few
horsepower. But also an expansion pipe like the PM or KRP3 will work nicely on the
250 and also beware for overheating. But of course the Rapido is also highly suitable
for further tuning.
AF - Rapido 250cc
If you want to find out about the performance that can be achieved with a little extra
work, visit the site http://mysite.wanadoo-members.co.uk/dragster_lambretta on the
Internet. The site also contains loads of information for anybody interested in scooter
racing.
AF - Rapido 250cc
Conclusion: King of torque, can do everything from touring to drag racing.
Cylinder kit 250cc
8000015
409,00€
(Including cylinder, piston, piston rings, gudgeon pin, clips and gaskets)
Spare parts and accessories for 250cc Rapido kit:
Piston Rapido 250cc complete
Piston rings Rapido 250cc (kit)
Crankshaft AF GP 60mm stroke*
Cylinder base gasket 250cc
Exhaust gasket*
8006735
8006736
1020011
8070003
8000074
8000075
8001471
8006002
8006731
3400003
149,00 €
44,90 €
0,50 €
219,00 €
44,90 €
27,90 €
1,30 €
2,90 €
1,30 €
3,50 €
AF - Rapido 250cc
Technichal data AF - Rapido 250 cc
Barrel material:
Bore:
Stroke:
Capacity:
Induction system:
AL-Fin
72mm
60mm
250cc
piston ported
Transfer timing:
Exhaust timing:
Blow-down timing:
Inlet timing:
130°
182°
26°
155°
Exhaust width:
Exhaust height:
Exhaust surface:
Inlet port width:
Inlet port height:
Inlet port surface:
41mm (62%)
27mm
about 1000mm²
21,5mm
14mm
10,5mm
14mm
about 890mm²
43,5mm
23mm
about 860mm²
35
36
Cylinder kits
Call - +49 (0) 22 38 307 430
AF - 225 cc TS1
AF - TS1
439.-
The TS1 is a Nicasil-plated alloy cylinder kit. The inlet feeds directly into the barrel
as usual, the big difference however is that the piston porting has been replaced by
a reed-valve. The advantage of the reed induction is that the inlet port can be
increased in size dramatically without the risk of loosing bottom-end power. The five
transfer ports consist of four transfers and a boost-port fed directly from the inlet
port.
The kit contains the cylinder and complete piston plus the inlet manifold and reed
assembly, which makes the price of the kit rather reasonable. The standard TS1
inlet manifold accepts carburettors from 30 to 35mm. Another speciality is that the
inlet points to the righthand-side of the scooter, as otherwise the petrol tap lever
would foul the carb. The battery tray, if fitted, therefore has to be removed. Peak
power output of the TS1 225 indicated by AF Rayspeed is 27,6 horsepower,
compared to the 11 horsepower of a standard DL/GP 200.
To call the TS1 a legend is certainly not over-exaggerated. Since its introduction in
1985 no other single product has caused such a revolution in the tuning of
Lambrettas. Taking back the lead from the Polini or Malossi kitted Vespas. It was
the brainchild Terry Shepherd whose initials deservedly became the name of his
invention and is made by Gilardoni in Italy, who produce cylinder barrels for most
major motorcycle companies. Gilardoni are famous for the quality of their cylinders,
so that even Ducati and Honda use them as suppliers.
AF - 225cc TS1
The TS1 initially hit the market as a 200cc kit with 66mm bore but was soon
complemented by the now more important version with 225cc and 70mm diameter.
Straight from the box the TS1 will return 17 to 21 hp when used in conjunction with
a suitable carb and exhaust. Any further tuning will result in a healthy increase in
power. Due to the long exhaust timing of 185 degrees the TS1 will easily reach revs
of more than 10.000 rpm with a matching expansion pipe (e.g. MB2. JL KRP2).
Generally speaking the TS1 can also be a worthwhile kit for everyday-use. The
reedvalve induction is certainly advantageous here as it combines good
acceleration from low revs with good peak power delivery. On piston-ported
cylinders, inlet timing is always a compromise as the long inlet duration needed for
peak performance will cause the engine to splutter and spit back fuel at low rpm.
AF - 225cc TS1
AF TS1 225cc
8000000
439,00 €
(including cylinder, piston, piston rings, gudgeon pin, clips, reed-block gaskets, exhaust gasket, reed-block, inlet
manifold and exhaust studs)
AF - 225cc TS1
AF TS1 225cc (barrel and piston kit only)
(including cylinder, piston, piston rings, gudgeon pin and clips)
8000007
389,00 €
AF TS1 225cc (barrel only)
8000008
325,00 €
8000002
8000004
8000005
1220004
8000050
8000051
000060
8000061
8000062
8000063
8000065
8000018
8001495
WS5172
WS5173
WS5174
WS5175
WS5176
8001471
WS5167
WS5168
WS5169
WS5170
WS5171
3400003
139,00€
44,90 €
44,90 €
0,50 €
69,00 €
29,00 €
14,90 €
33,90 €
64,90 €
64,90 €
2,50 €
59,00 €
4,90 €
9,00 €
9,00 €
9,00 €
9,00 €
12,00 €
1,30 €
12,00 €
12,00 €
12,00 €
12,00 €
15,00 €
3,50 €
Spare parts and accessories for 225cc TS1 kit
Technical data TS1 225 cc
Barrel material:
Bore:
Stroke:
Capacity:
Induction system:
Nicasil-plated alloy
70mm
58mm
223cc
reed-valve
Transfer timing:
Exhaust timing:
Blow-down timing:
130°
185°
27,5°
Exhaust width:
Exhaust height:
Exhaust surface:
41mm (59%)
29mm
about 1100mm²
21,5mm
14mm
10,5mm
14mm
Boostport height:
Boostport width:
Boostport surface:
11mm
23mm
253mm²
about 1140mm²
Piston TS1 225cc complete
Piston rings TS1 225cc type1 (2 identical rings)
Piston rings TS1 225cc type2 (1 thick, 1 thin ring)
Reed-block TS1
Reed petals TS1
Packing plate TS1*
Inlet manifold AF (40mm ext. diameter)
Inlet manifold MB (40mm ext. diameter)*
Inlet manifold MB (44mm ext. diameter)*
Inlet gasket TS1
Cylinder head TS1 225cc*
Cylinder head gasket 225cc*
Cylinder head gasket TS1 0,5 mm*
Cylinder base gasket 0,5mm XXL*
37
Another great feature of the TS1 is the extremely durable Nicasil plating of the alloy
barrel. The combination of these materials provides the TS1 with much better heatdissipation abilities than that of comparable cast-iron cylinders. This makes the kit
highly suitable even for hard motorway use at high rpm power and reliability
shouldn’t be a problem.
Cylinder kits
Without Packing Plate
8000060
90
14,
The massive increase in power however requires a sound basis. As with any other
tuned engine, any flaws when building the engine will show eventually only much
faster with a TS1. We recommend a complete engine overhaul when fitting a TS1,
Sticky's manual is a great source of information here. Much attention should be
given to the condition of the crankshaft when building a powerful Lambretta engine.
Using a 30 years old crank will almost definitely lead to failure. The same applies to
grinding out the cylinder head with a cheap power drill from your local superstore.
But if you carefully follow a few basic rules, a fast and reliable engine which you can
use for years will be the result.
The TS1 is more than capable of doing whatever you want it to. For a long-lasting
engine and good fuel economy, it can even be fitted with a Clubman exhaust. The
scooter will than have enormous bottom-end grunt, accelerate steadily and reach a
top-speed that is sufficient to leave most Vespas far behind. Such an engine will not
accelerate too harshly which will help increase the fife-span of all engine
components. At the same time, the TS1 can be the ultimate weapon in the hands of
power-craving speed-freaks. Comprehensive tuning provided, a TS1 engine can
unleash more than 30 hp at the rear-wheel. Most top-tuners who are active in sprintracing do not even use the full potential of the TS1 as there is no Lambretta
gearbox which will withstand more that 35 hp for long.
If you want to make the TS1 a tool for all-day work, you should consider reducing
the port timing. As the transfer timing is very long, the exhaust timing necessarily is
rather long as well. Still the TS1 only has a rather short blow-down timing of 27,5
degrees (compared to the 30 degrees of a Malossi 210). These port timings which
make the TS1 reach revs of more than 10.000 rpm certainly are not ideal when
aiming at a peak performance at 7.000 rpm. The crucial figure is the transfer timing:
Even at 5 degrees less it will still be sufficient to reach 10.000 rpm. At the same time
the exhaust timing does not have to be so long anymore to get a suitable blowdown timing. A very good combination for a road-race engine is 125 degrees
transfer timing and 185 degrees exhaust timing. This will result in a blow-down
timing of 30 degrees, which will allow the engine to rev freely without loosing
bottom-end power.
If you want to go touring, you should reduce port timings even further to 120
degrees transfer timing and 175 degrees exhaust timing. This will make the TS1 a
very powerful road kit with much more pulling power than in its original spec. (for
comparison: the Polini 207 kit, which is famous for its bottom-end power has a
transfer timing of 116 and exhaust timing of 168 degrees). Another benefit of the
reduced timings is that the petrol consumption will be greatly reduced.
To reduce the transfer timings, a number of different methods can be used. The
easiest way is probably to machine the bottom gasket face of the barrel. As a
rule of thumb, machining 1,5mm off from the barel will reduce transfer
timing by 6-10 degrees (depending on the con-rod used). Care must be
taken however that the piston rings do not run out of the barrel here. A
more elegant way is to use a crank with a longer con-rod of 110mm
instead of the standard 107mm. Doing so you can easily adjust the
desired transfer timing by using base gaskets of different heights.
Alterations to the exhaust timing are not so easily achieved, as the
Nicasil plating can flake off easily. Before filing the exhaust port to
the required size, the required amount of Nicasil should be
removed from the barrel. The easiest way to do this is to use a
high-speed power tool like a Dremel and a ceramic grinder. You
can then take the Nicasil off following a line previously scribed
over the exhaust port. After that the remaining alloy can be
removed easily with a normal semi-circular file.
If you don't want to spend a lot of time measuring your timings, a good
overall touring setting will be achieved by either machining 1mm off the
cylinder base or by using a crank with 110mm con-rod and 2mm base
gasket. Attention: when machining the base gasket face, care should be taken
that neither the cylinder base nor the spigot fouls the mag housing. Surplus material
must be carefully removed.
Conclusion: Lambretta tuner's dream. Given a perfect engine environment, the
TS1 will surpass your expectations. Reed induction and Nicasil-plated alloy cylinder
leave nothing to be desired. Not the first choice for anoraks.
With Packing Plate
Why use a packing plate?
The combination of the standard inlet manifold and reedblock is not ideal, or, to put it precisely, a remainder of the
time when the TS1 was only available as a 200cc version.
With the 225cc version, one of the reed-petal stop blocks
the boost port. Further to that in some occasions the reedpetals can even touch the piston. The traditional way of
solving this problem is to use a MB inlet manifold, which is
lower than the standard item, so that it can be used
together with a packing plat that raises the reed-block.
Alternatively you can also use one of the new Tassinari
reed-blocks. This will not only increase power over the
whole rev-range, it is also lower that the original reed-block
so that there is no need for a packing plate. In this case
however the manifold must be adapted to suit the reedblock.
38
Cylinder heads
Call - +49 (0) 22 38 307 430
Cylinder heads
To gain the full potential of your engine and that for a long time you definetly need a
cylinder head machined in the right way. To keep it a pinking free ride for miles and
miles the right compression ratio is as important as the accurately squish area with
an fitting angle as well as a squish gap between 1.0 to 1.5 mm. These are very
important parameters and even the slightest modifications can seriously reduce the
life of your engine. To avoid any problems related with the cylinder head design we
recommend you to use high quality heads machined to optimzed specifications. We
offer you a variety of very good heads sourced from different high quality sources.
Beside the daddy of the TS 1 cylinder kit AF Rayspeed these are MB Developments
and Worb5 scooterparts.
Whatever head you do use the squish gap has to be checked individually everytime
you (re-)assembling your engine. To avoid engine damaging it has to be over 1.0
mm!
MMW
MMW cylinder head for TS1 225 cc, Rapido 225 cc and cast iron barrels fitted with
70 mm pistons with the standard Lambretta piston dome. This is a very elaborated
cylinder head with central combustion chamber! With a very tricky solution the
position of the spark plug remains as from Innocenti intended despite the central
combustion chamber. So the head is the perfect symbiosis of a perfect combustion
geometry and everday usability.
With the conventional heads with central combustion chamber you always had to
disasemble the rear shock before undoing the spark. The gimmick used with the
MMW head is the use of C-rated spark plugs (M10x1 thread) quite common in the
motorcycle world. So you will need a different spark plug as well as a spark plug
cap for C-sparks.
The head is machined in a way that you do have a squish gap of 1.2 mm if your
piston and top of barrel are flush at top dead centre. The uncorrected compression
rate is 12:1.
MMW TS1
169.-
AF V05 TS
1
59.-
MMW TS1 225ccm central head
Spark plug cap NGK
Spark plug NGK C8E
Spark plug NGK C9E
MW1006
3309009
3300022
3300023
169,00 €
4,90 €
6,90 €
6,90 €
AF Rayspeed V2005
MB TS1
69.-
AF Rayspeed’s V2005 head for 225 cc head for TS 1, Rapido, Asso and all other
pistons with the standard piston dome and 70 mm bore. Here you find the first 225
cc head that is not a machined 66 mm item, but a freshly casted one. So you will
find a slightly better positioned combustion chamber and much more meat for
further machining even than the Indian 200 cc head has. The fins are also much
thicker and aid the cooling because of the greater surface area. The compression
ratio should be working quite well with unleaded 95 octane fuel. The seal surface is
also enlarged. So you will find the best presupposition for further machining. Also a
perfect basis for a 250 cc Rapido head.
AF-Rayspeed V2005 TS1 225cc
8000018
59,00 €
MB Developments & Worb 5
These are specially machined cylinder heads for TS 1 and all other standard piston
dome 225 cc cylinder kits. Indian heads are used as the basis for this conversion.
Only those do have the required meat for proper machining. Italian and Spanish
heads are not as well suited for the modifications. The heads are machined by MB
Developments or Worb5.
The machining is that you do receive a 1.3 mm squish gap, if you do use a 0.3 mm
base and a 0.5 mm head gasket with a 58 mm crankshaft. The uncorrected
compression ratio is approximately 1:11.5.
A word of warning: You should always double check these details!!!
MB Imola
65.-
MB / Worb 5 TS1 225cc
175cc
42.-
8000001
69,00 €
MB Developments Imola
This is the elder version of head for all Imola and Mugello cylinder kits. It comes
without the bolts for centralising of the head. The heads are machined by MB
Developments and are suited for the Evergreen pistons with 64 mm diameter in all
important parameters like compression, squish area and squish angle.
Cylinder head 185cc Imola - Mugello
8001483
65,00 €
Cylinder head 175cc
Cylinder head for all pistons with 62 mm diameter and the usual Lambrett piston
dome. Very well machined head which we recommend for the 175 cc kits. The
quality is as high as on the machined TS 1 heads. In comparsion to the standard
175 cc heads you will find a better life span and the possibility to experiment with
the degrees of pre-ignition.
Lambretta 175cc
8001482
42,00 €
Reed valves
39
Reed valves TS1 & Imola
If you are looking for the highest horse power readings you will find your luck with
piston ported engines rather than with reed induction engines. The simple reason is
that there are no reeds obstructing the gas flow. To gain the advantages of power the
inlet has to be radically enlarged. Therfore the peak power will be increased but the
power band will be cut short. Those type of engines are hardly rideable on the road. In
contrast to the reed induction system which gives a better spread of power.
The fuel/air ratio supply is controlled by those little reed petals. If there is a negative
pressure in the crankshaft casing the plates are opened and the fuel can pass by. The
main advantage of the reed valve induction is the possibilty of larger inlet areas
without the loss of bottom end grunt and the additional scavenging of boost ports.
These advantages result in a wider power band and hence better driveability.
Beside the standard TS 1 reeds there have several others found their way into the
TS1. If any other reeds are used you can be sure that you also have to use the
Packing Plate under the reeds. Otherwise you risk the piston touching the petals and
the restriction of parts of the boost port by the reed valve. With the use of different
reeds you can find the one or the other horsepower over the complete rev-range.
Maybe that sounds not too much, but it makes a big difference on the road.
The Yamaha TZR reeds have a perfect surface area for carbs from 32 mm onwards.
The plates are made of glass-fibre reinforced plastics and provide a very good
response to changes of the negative pressure. The reeds are higher. The inlet area
has to be radically enlarged and possibly even welded to fit those reeds. The fitting of
the reeds does definitely require a Packing Plate and it should be double checked that
the reed do not touch the piston.
bgm RD
69.-
In comparsion to the TZR reeds the Tassinari are very handy. Even without the
Packing Plate the boost port is not obstructed by the reeds. The Tassinari reeds work
without reed stops which is another great feature as there is one part missing that can
not obstruct the gas flow in the Boost Port. The cylinder does not have to be grinded
to get the reeds fitted, but manifold and reeds have to matched.
For very frequent Rally Goers or everyone who is lazy on the spanner the Tassinari
shouldn’t be the first choice because it is quite maintenance intensive.
A classic for aftermarket TS 1 reeds are the Yamaha RD 350 reeds. They deliver great
power with very good durability. They have proved theirselfs over the years in many of
our TS 1 engines.
They are so good that we offer bgm Type RD reeds. These reed valves are
manufactured in the RD style but is improved in significant points. The reed plates are
not as stiff and are respond very well in our tests. Even at highest rpms there was no
wobbling of the reed plates.
Reed valves
bgm Typ NSR
bgm Typ RD
Imola
AF TS1
TZR 125-250 (6 valves)
V-Force Tassinari
Reed Plates
AF TS1
Gran Turismo
Reed Plate Carbon Fibre
0,30mm Carbon
0,35mm Carbon
(2 Plates 110x110mm)
(2 Plates 110x110mm)
ates
Carbon Pl
90
19.
BGM2551
BGM2550
8000034
8000050
1120051
WS5205
49,00 €
69,00 €
59,90 €
69,00 €
89,00 €
169,90 €
8000051
8007093
39,00 €
19,00 €
P2130600
P2130601
19,90 €
19,90 €
AF TS1
79.-
ZR
Yamaha T
79.-
bgm NSR
49.-
40
Crankshafts
Call - +49 (0) 22 38 307 430
Crankshafts
One of the most loaded parts in your engine is the crankshaft. Well,
maybe that was not the best kept secret in the world. When it comes
to Lambretta crankshafts -beginning with Series 2- there are to
different types commonly in use. The one with the thicker taper
was used in all GP/DL models, all other Lambrettas of the Li
family are using a thinner taper. The GP/DL type taper is much
more suitable for tuning purposes. All mentioned Lambrettas
have a stroke of 58 mm. The TV 175 is the only Lambretta
scooter that does not use the 107 mm con rod. Instead a
116 mm con rod was fitted. Because of the identical
dimensions of the cranks they are interchangeable
without any serious problems. So you can fit the much
stronger and for any tuning applications far superior GP/DL
type crank to your Li/SX/TV engine. So the taper can no
longer break off, what is a very common problem of the
‘small’ cranks. An absolute No-Go on any tuned
engines is the combination of the Li style crank with
the heavy Motoplat flywheel.
A problem with the Lambretta engines -which are rated
by experts as the far superior engines compared to
Vespas- are the big end bearings. The big end bearing is not located in a way that it
is cooled by fresh mixture. With very powerful engines this can become a problem if
you are using a crank that is not the highest quality. Aside from the earlier
mentioned variables as compression ratio, revs and oil mixture ratio the importance
of the quality of the crank bearings can not be overestimated. A more than 30 years
old crankshaft shouldn’t be the first choice if your intention is to use your scoot for
Rally going or for daily commuting. Our racing cranks should be first choice for
every engine application which has another goal than fetching the baps on a
Sunday morning. If you are additionally going to use a high quality fully synthetic oil
(our recommandation 3% of Motul 710) than any problems with the lubrication of
the crank should be an issue of the past. Even the power of a ported TS 1 is no
problem with such a crankshaft and should sustain the power of 30 hp easily.
If you are out for an even better crankshaft you should consider one with a 110 mm
con rod. With the longer con rod the engine runs much smoother. Additionally the
big end bearing is less stressed because of the much improved circulation angle.
Even if the con rod is 3 mm longer than the standard Innocenti one, the stroke itself
remains the same 58 mm. Because of the enhancement of the stroke/con rod ratio
the engine runs much smoother and the vibrating of the engine is remarkably
reduced. To equal the longer rod a 3 mm bas gasket can simply be used. So the
timing degrees of the cylinder remains unaltered.
If you are going to use a thinner base gasket you have the chance to fiddle around
with the port timings. Especially long transfer periods can then be reduced without
machining the base of the cylinder. An interesting point not only for TS 1 riders to
reduce the transfer periods for touring applications.
To achieve reduced transfer period timings the cylinder is not raised by the full 3
mm but as far as you get the desired transfer period. You than simply have to check
the squish gap and only the compression ratio. A modification of the exhaust port
could also be benefical. A method recommended by such names as MB
Developments and Taffspeed.
If you use a crank with a longer stroke there are opposite effects concerning the
timing degrees of your engine. If you do raise the cylinder via a base gasket that
equals the longer stroke than the inlet timing is reduced while the transfer and
exhaust timings are increased. This is because the altered circulation angle.
Because of that the transfer timings are also increased further than is the exhaust
duration. As a result the blow down timing shrinks to a lower level. If you do lower
the cylinder the opposite is happening.
With this way experienced tuners are easily able to adapt the timings of a
cylinder kit to their engine idea.
Another great thing converning Lambretta cranks is that there
are High Primary Compression ones are
readily available. So any issues related
with the common problems of these
type of cranks should be an issue
of the past. If you liked a HPC
crank than you had to had it
modified. A common problem with
these conversions were twisted
webs. The main benefit of the HPC
cranks in comparsion to another
high quality item is the increase in
primary compression. The primary
compression is the ratio between the
volume of the crankshaft casing in comparsion to the volume of the cylinder.
The increase of the primary compression with a HPC crank is an adequate way to
boost up the cylinder filling of piston ported engine as well as reed valve inducted in
the lower and middle part of the power band. The BGM Pro cranks are available
with 58 and 60 mm stroke and a 110 mm con rod. The crank webs and the con rod
are forged. They are balanced to a very high level and the bearings are also top
stuff with silver caged bearings.
41
Crankshafts
Port timings
Altering the port timings of the cylinder will determine the characteristics of a twostroke engine. But what exactly are port timings?
In general, these figures state the time in which gas can flow through the ports to fill or
empty the combustion chamber. A cylinder will produce peak performance when this
system works at its best: the burned gases are swept out of the cylinder completely
while only a minimum of fresh fuel-air mixture gets lost through the exhaust port with
them. Remember: a two-stroke engine has no valves, so that the exhaust port is open
at the same time the fresh gases enter the combustion chamber. When the revs are
rising, the time the crank needs for one revolution becomes shorter. As the gases
always travel at the same speed however, this means that a cylinder needs larger
ports to work properly at high revs. At the same time such an engine will lose power at
lower revs and only produce a narrow powerband. So the relation of all the ports is
always a compromise, especially with piston-ported engines, where also the inlet port
timing is controlled by the piston simultaneously. Finally the shape and width of the
ports also play an important role.
Port timings are normally stated in degrees of crankshaft revolution. They can be
measured by fitting a degree disc to your crank. You can set a mark for the point a port
starts to open and then rotate the crank until it is closed again (you will have to take
the cylinder head off to see this of course). The degrees the port was open can then
be read from the disc easily. This works best if you set the disc to 0 degrees at the
opening point. When measuring the exhaust and transfer ports, the crank is simply
rotated over BDC, when measuring the inlet timing, over TDC. BDC or TDC will
always be at exactly 50% of the port timing and can be determined accordingly.
The era of conversion kits ranked in tunings stages 1-6 nowadays seems to be over.
The time and effort needed to make a conversion kit is no longer worthwhile now that
so many high quality tuning kits are available of the shelf. However you will find a table
given below stating port timings of a number of different kits and conversions from
various tuners. This will give you an overview of suitable timings. Transfer timings of
Lambretta engines are normally from 115 to 130 degrees, while exhaust timings may
vary from 155 to 195 degrees. The inlet timing of piston ported engines can be set
between 140 and 170 degrees, engines with reed-valve induction do not have a fixed
inlet timing as this will be determined by the crankcase pressure and the revs.
The transfer timing in itself is rather un-critical. Longer transfer-timings will in general
support a wide rev-range. This is the reason why many barrels are being raised or
used together with 60mm crankshafts.
The transfer timing becomes a problem in conjunction with a long exhaust timing and
a resulting long blow-down timing. The blow-down timing is the part of the exhaust
timing which is open before the transfers start to open as well. It is calculated by
subtracting the transfer timing from the exhaust timing divided by half. The longer the
blow-down timing, the further up the rev-range peak power is produced. This again is
relative to the overall timing: even if 120 deg transfer/170 deg exhaust and 130 deg
transfer/180 deg exhaust give the same blow-down-timing of 25 degrees, peak power
will be produced at higher rpm in the second case as the overall timing is longer. As a
rule of thumb, any exhaust timing longer than 180 degrees will cause a loss of bottomend power and is of little use on a roadgoing scooter.
The inlet timing in general follows the rule: maximum inlet timing is
350 degrees minus exhaust timing. Any inlet timing beyond
that figure will case the engine to splutter badly at low
revs unacceptablecharacteristics at least for a
road engine.
* The measurements were done with different engine casings.
Therefore they should be seen as a guide only. With no test
measuring were the piston rings running off the barrel.
** Here we used a Rapido piston from Asso Werke that was shortened
at the inlet side by 3 mm. Therefore the inlet duration is increased.
***The crankshaft with 64 mm stroke needs some alterations to engine
casings. For the big end bearing one has to get a chamfer machined
into the crank casings. The piston has to be shortened by approx. 3
mm otherwise it touches the crank casing at bottom dead centre.
Cylinder head gaskets (alloy)
Cylinder head gaskets in different thicknesses for te
large engine casings*. Perfect to find the right squish
gap or to fiddle with the port timings.
0,5mm Ø=70,5mm
WS5172
9,00€
0,8mm Ø=70,5mm
WS5173
9,00€
1,0mm Ø=70,5mm
WS5174
9,00€
1,5mm Ø=70,5mm
WS5175
9,00€
2,0mm Ø=70,5mm
WS5176
12,00€
*For small casing gaskets have a look at our webshop www.scootercenter.com
Cylinder base gaskets (alloy)
Cylinder base gaskets for large engine casings. To
compensate longer con rods or to boost up your port
timings.
0,5mm
0,8mm
1,0mm
1,5mm
2,0mm
XXL
XXL
XXL
XXL
XXL
WS5167
WS5168
WS5169
WS5170
WS5171
12,00€
12,00€
12,00€
12,00€
15,00€
*For small casing gaskets have a look at our webshop www.scootercenter.com
Timing degrees of some cylinder kits
Cylinder kit*
Exhaust
duration
125 ccm Li Serie 3
152°
150 ccm SX / DL 150
156°
175 ccm TV
152°
185 ccm Imola (Version 1)
175°
185 ccm Imola (Version 2)
185°
185 ccm SRP
165°
186 ccm Mugello
175°
200 ccm SX / DL
152
200 ccm SX / DL (60 mm stroke) 161,5°
200 ccm SX / DL (60 mm stroke) 166°
200 ccm Stage 4
168°
200 ccm Stage 4 (61 mm stroke) 175°
200 ccm Stage 4
180°
200 ccm Stage 4
175°
200 ccm Stage 4 (64 mm stroke**) 180°
200 ccm Stage 4 (64 mm stroke**) 172,5°
200 ccm MB Stage 3
165°
200 ccm MB Stage 4
170°
200 ccm MB Stage 5
182°
182°
200 ccm Rapido Race
200 ccm Rapido Classic
170°
200 ccm Rapido Race
173°
(64 mm stroke***)
200 ccm Rapido Race
189°
(64 mm Hub***)
205 ccm Honda Stage 5 (Kegra) 190°
205 ccm Honda Stage 5
185°
(Taffspeed)
210 ccm MB Kawasaki
172°
(reed induction)
210 ccm MB Kawasaki
182°
(reed induction)
225 ccm Rapido
180°
225 ccm Rapido (60 mm stroke) 181°
225 ccm TS 1
225 ccm TS 1 (60 mm stroke)
185°
225 ccm TS 1 (60 mm stroke)
189°
225 ccm TS 1 (64 mm stroke***) 190°
230 ccm Kawasaki
180°
240 ccm Kawasaki (60 mm stroke) 170°
250 ccm Rapido
250 ccm Wildcat (58 mm stroke) 188°
250 ccm Wildcat (60 mm stroke) 186°
Transfer
duration
119°
123°
123°
136°
127°
126°
132°
116°
132°
126°
119°
132°
120°
112°
139°
135°
125°
125°
130°
130°
130°
135°
Blow down Inlet
duration
16,5°
136°
16,5°
139°
14,5°
152°
19,5°
30°
19,5°
134°
21,5°
144°
18°
140°
14,75° 138°
20°
142°
24,5°
150-148°
21,5°
30°
155°
31,5°
157°
150°
20,5°
18,75° 156,5°
140°
20°
22,5°
145°
26°
160°
26°
155°
20°
142°
19°
155°
144°
22,5°
147,5°
120°
125°
35°
30°
163°
155°
116°
28°
-
123°
29,5°
-
128°
130°
184°
133°
135°
143°
120°
130°
26°
25,5°
129°
26°
27°
23,5°
30°
20°
147°
146°
27,5°
165°
160°
130°
129°
2 9°
28,5°
163°
165°
Notes
1,4 mm base gasket
1,4 mm head gasket
2,5 mm base basket
Rapido piston** - 2 mm bg.
Rapido piston**
Rapido piston**- 2 mm bg.
Rapido piston* - 0,5 mm bg.
0,5 mm base gasket
2,0 mm base gasket
std. base gasket
std. base gasket
1,4 mm base gasket
2,0 mm base gasket
1 mm head gasket
turned in head
42
Crankshafts
Call - +49 (0) 22 38 307 430
Standard crankshaft Li - SX (58mm stroke)
Our standard cranks are economically priced replacement parts for worn out or
doting cranks. Quality bearings and the right tolerances predestine them for loyal
attendants.
X
LI - LIS - S
119.-
Direct replacement part for all Series 3 Lambrettas (except DL/GP models) and
nearly all Series 2 scooters (only very early models do have the bronze bush as
little end bearing as used on Series 1).
Awesome replacement crank for all Lambrettas with a bronze bush as small end
bearing. Because this kind of small end bearing is not capable of even the slightest
power modification.
Standard quality
LI - LIS - SX
(107mm con rod)
8070000
119,00€
Standard crankshaft TV 175 (58mm stroke)
TV 175
attendants.
119.-
This kind of crankshaft with its 116 mm con rod was used on TV 175 Series 2 and 3
scooters. The longer con rod accordingly needs the piston with the compression
height of the TV 175 pistons. If you are going to alter the timings of your TV 175 you
should use one of the HPC Evergreen crankshafts. These are also available with
the 116 mm con rod and with the GP/DL type taper. This way it is no problem to fit
the electronic ignition.
Standard quality
TV 175
(116mm con rod)
8070009
119,00€
Standard crankshaft DL - GP (58mm stroke)
GP - DL
attendants.
129.-
This is the crank similar to the one used for the DL range by Innocenti. Thanks to
the thicker type of taper the risk that is sheared off is reduced to a minimum. Even if
the engine is really hard revved on a torquey engine the flywheel stays in its place.
The quality of the bearings is able to sustain the power of not too high reving touring
machines.
Standard quality
GP - DL
(107mm con rod)
8070001
129,00€
Crankshafts
Racing crankshaft GP (58mm stroke)
This is the entrance to the world of racing crankshafts. The crank is based on a Italian
GP crank. The crank webs are pretty good and so is the con rod. These are a superb
basis to convert to a tidy racing crank.
They are quipped with high quality big end bearings by European origin. Equipped in
this way the crank is trouble free and even the power of a TS 1 kit isn’t an big issue in
most cases.
GP - DL
(107mm con rod)
8070002
cing
58 mm Ra
139.-
139,00€
Classic
AF Rayspeed racing crank (58mm stroke)
The AF Rayspeed racing cranks are manufactured exclusively for AF by Mazzuchelli.
Even though it isn’t a full circle crank, the quality is top-notch.
The small end bearing of the con rod has two holes to get the pin axle and bearing
lubricated. The big end bearing is lubricated by two good dimensioned slots.
58 mm AF
239.-
The machining and quality is on a very high level. The seats for the oil seals are
camfered, to provide a proper assembling and avoid damages.
The true running is very good!
GP - DL
(107mm con rod)
8070015
239,00€
AF Rayspeed quality
HPC crankshaft Evergreen (58mm stroke)
With Tino Sacchi’s first version of the Evergreen crankshafts you find a high primary
compression crankshaft. The main advantage with the Evergreen crank is the
higher primary compression. The full circle crank webs reduce the volume of the
crank casing.
C
58 mm HP
229.-
The improved cylinder filling boost up the power over the complete rev range.
Especially in the lower and mid revs the effect is most noteable on reed engines as
well as piston ported engines.
The engine running is very smooth with the Evergreen cranks. The quality of the
Evergreen cranks seems as good as the AF ones. Sadly they haven’t had the
chance to prove themselfs over the years - as the AF ones.
Italian racing quality
GP - DL
(107mm con rod)
8070012
229,00€
43
44
Crankshafts
Call - +49 (0) 22 38 307 430
bgm Pro HPC Crank (58mm Stroke)
58mm HPC
229.-
Best Racing Quality
Here we have a full circle webbed, or HPC (high primary compression), crank
manufactured in Europe. The quality of this crank is beyond comparsion. For years
HPC cranks have been the the insider tip for squeezing the maximum available
horse power out of your motor. This has mostly been achieved through modification
of standard cranks and often resulted in them twisting. Regardless of whether the
engine is reed inducted or piston ported, the added primary compression gives a
huge boost to the cylinder filling better pumping efficiency particularly at lower and
middle revs. The bgm Pro is designed and manufactured by an established
European manufacturer to exacting standards. As a result we have a fully forged
piece: in addition to the forged con-rod, the webs are also forged before machining.
This gives the whole assembly incredible strength and stability. The precision of the
build and double vented con-rod ensures optimal lubrication and longevity of the
high spec big end bearing. The small-end also benefits from additional lubrication
via two vents. Thanks to the 110mm con-rod and precision finish, the crank is
amazingly stabile and vibration free in operation. The 110mm rod is easier on the
big-end bearing due to the decreased angle and thrust to the small end and thus to
the piston. The extra 3mm means that the cylinder height, port timings and squish
must be adjusted with special thicker cylinder base gaskets or 'packers'. A special
'packer' for both small and 200cc+ cases is supplied with the crank. An advantage
of the extra rod length is that otherwise excessive port timings can be reduced by
using a thinner base gasket and accordingly a thicker head gasket.
GP - DL
(110mm rod)
BGM11058
229,00€
AF Rayspeed Race Crank (60mm stroke)
AF 60mm
These cranks are made 'exclusivley' for AF Rayspeed by Mazzuchelli. Even though
it is not really an 'HPC' crank, the quality is excellent.
239.-
The con-rod has two lubrication vents for the small end. The big-end has additional
lubrication via two extra wide vents.
AF Rayspeed Quality
The workmanship and finnish or of an exceptionally high level. For example the oil
seal surfaces are lightly bevelled in order to ease assembly. The rotational stability
and low 'run-out' figures for this crank are also exceptional.
The extra 2mm stroke of the AF crank does not require any modification to the
either the casing or piston, making the crank a 'plug & play' device. Not to be
overlooked is the influence on the port timing. The effect on port timing can be
effected by selection of thickeness between base and head gaskets. In practice the
the different stroke usually has the most effect in reducing transfer port timing.
GP - DL
(107mm rod)
8070003
239,00 €
bgm Pro HPC Crank (60mm Stroke)
60mm HPC
229.-
Best Racing Quality
Here we have a another full circle webbed, or HPC (high primary compression),
crank manufactured in Europe. The quality of this crank is beyond comparsion. For
years HPC cranks have been the the insider tip for squeezing the maximum
available horse power out of your motor. This has mostly been achieved through
modification of standard cranks and often resulted in them twisting. Regardless of
whether the engine is reed inducted or piston ported, the added primary
compression gives a huge boost to the cylinder filling by better pumping efficiency
particularly at lower and middle revs. The BGM Pro is designed and manufactured
by an established European manufacturer to exacting standards. As a result we
have a fully forged piece: in addition to the forged con-rod, the webs are also forged
before machining. This gives the whole assembly incredible strength and stability.
The precision of the build and double vented con-rod ensures optimal lubrication
and longevity of the high spec big end bearing. The small-end also benefits from
additional lubrication via two vents. Thanks to the 110mm con-rod and precision
finish, the crank is amazingly stabile and vibration free in operation. The 110mm rod
is easier on the big-end bearing due to the decreased angle and thrust to the small
end and thus to the piston. The extra 3mm means that the cylinder height, port
timing and squish must be adjusted with special thicker cylinder base gaskets or
'packers'.The combination of an extra 2mm stroke and longer con-rod give you
several means to affect the characteristics of the engine performance. As a basis
you are supplied with a 3mm cylinder packer and a 2mm head gasket to
compensate the stroke and rod lengths. A special 'packer' for both small and
200cc+ cases is supplied with the crank. An advantage of the extra rod length is
that otherwise excessive port timings can be reduced by using a thinner base
gasket and accordingly a thicker head gasket.
GP - DL
(110mm rod)
BGM11060
229,00 €
Crankshafts
Evergreen HPC Crank (62mm Stroke)
Long-stroke crank with 107mm rod with an extra 4mm total stroke. 'There is no
substitute for cubic' as the expression goes, and here is the answer. Capacities over
230cc have been commonplace for a while thanks to the 'stroker' crank, and with the
arrival of the Rapido 250 the bar is raised even further. EG with a 70mm bore you get
a huge 238cc.
The only effort spent in gaining this enhancement is a couple of scrapes to the engine
case: machining a shallow trough to allow the re-located big-end to travel in the crank
chamber. This can be easily milled out. This only needs to be done to the width of the
rod at the big end along the circumference of it's travel. In this a minimum of the
gained primary compression is lost. As a result the crank can only be
inserted/removed from the drive side bearing at the TDC position. Due to the extra
travel, make sure that the piston skirt does not hit the engine case before use, by
gently rotating it to the BDC position. If this is the case then you need to alter either
the piston skirt or the case. It is prudent in most cases to open-out the two oil tracts on
the exhaust side of the rod. This crank is only manufactured once a year, so
sometimes the supply is short.
GP - DL
(107mm rod)
8070004
279,00 €
Conversion Con-Rod
Standard Lambretta con-rods come in either 107mm or 116mm length (measured 'eye
to eye'). These lengths are virtually unique to the the marque, normal lengths being
105, 110 and 115mm. The rod width also varies from 12.7mm to 14mm both unusual
widths. Never the less, we can offer you several conversion rods here.
With a 18mm gudgeon pin the APE rod is ideal for the 'Yamaha 210cc' conversion
used in conjunction with the Yamaha YZ250 piston (available up-to 70mm bore in
oversizes). The con rod length is 110mm. Gudgeon Pin diameter is 18mm.
With the Yamaha 110mm rod you can convert any crank and run your normal
piston, or with the Yamaha IT 175 piston (66-68mm) do a Yamaha TS1 200 conversion. The con rod length is 110mm. Gudgeon pin is 16 mm.
The Yamaha 115mm rod comes into it's own when used with a the Honda CR250 or
Yamaha IT175 Ts1 conversion. This rod offers a massive improvement in reliability
over the standard TV rod. The con rod length is 115mm. The gudgeon pin is 16mm.
APE Con Rod (Mazzuchelli)
Yamaha Con Rod (Mazzuchelli)
Yamaha Con Rod (MEC)
7720014
3710014
3710040
66,00 €
69,00 €
76,00 €
62mm HPC
279.-
Italian Racing Quality
45
46
Crankshafts
Call - +49 (0) 22 38 307 430
Maghousing Series 1 v Series 2 & 3
Crank Renewal
The crank bearings, as most engine work, can be carried out with the engine still
attached to the frame. Simply remove the rear damper and bump-stop to perform
this procedure with the engine in place.
There are extremely important, but small, differences between mag-housings. Early
125 to 175 mag housings do not fit 200cc engine cases perfectly (see the blue
arrow on the illustration)This can result in severe damage to the cylinder during
installation (see red arrows on the illustration). Aluminium cylinders are especially
susceptible (ans well as costly to replace).
Early Series 3 125-175cc
Below is a an overview of Crank Assembly parts followed by their correct assembly
procedure and sequence.
Bearings
Late Series 3 125-200cc
Mag Side (Li 2-3, SX, TV 2-3, LIS) NU 205
Mag Side (GP, DL) Nu2205
Mag Side (LI Series 1)
Drive Side (LI, SX, TV 2-3, LIS, GP, DL)
Drive Side (capsuled) (LI, SX, TV 2-3, LIS, GP, DL)
Crank Oil Seals
Mag Outer (LI 2-3, SX, TV 2-3, LIS, GP, DL)
Mag Outer (LI 1)
Mag Inner (LI 2-3, SX, TV 2-3, LIS, GP, DL)
Drive Side (LI, SX, TV 2-3, LIS, GP, DL)
Complete Oil Seal Kit (LI 2-3, Series 3)
Tools
Circlip Pliers
Brake Cleaner 400ml
Crank Renewal
8002110
8002111
8002112
8002070
8002071
29,00 €
35,00 €
35,00 €
10,90 €
17,00 €
8002090
8002092
8002130
8002030
8800011
3,00 €
9,00 €
3,00 €
3,00 €
14,00 €
1800008
3600007
7,90 €
4,00 €
When the stator plate is removed, the
mag housing is still attached to the
enfine case by 3 M6 nuts. Once these
are removed, you can extract the
mag-housing using the two T=bar
extractors, or if not available ad with
care this can be done with two M6
bolts.
When the housing is removed, you
can remove the 52mm circlip with
pliers (Circlip pliers inner and outer 10
50mm with 4 angled jaws article
number 1800008 €7.90)
The mag bearing is located between
two oil seals and lubricated with a
thick layer of grease. With the
retaining clip removed you can gently
remove the oil seal.
If an LI/SX NU205 bearing is installed,
then you should see the L shapes
spacer which can then be removed.
The housing is now ready for removal
of the bearing.
The easiest way to remove the
bearing is to let heat do the work for
you. An electric hob ring is ideal,
laying the mag-housing on it's inner
(flat) side. When the housing is hot
enough and the grease has boiled
away, you should hear a 'plock' sound
signifiying that the bearing has
dropped out of it's housing.
Now simply lift the housing away to
reveal the bearing. Wear some oven
gloves to and allow it to cool naturally
without splashing water on it as this
could cause it to crack. If the heating
element is (was) ceramic then place
some aluminium foil between it and
the housing to avoid damage to the
hob.
When the bearing is removed from
the housing, there only remains the
outer oil seal to remove. After a cleanout with brake cleaner, the maghousing looks like this and is ready for
the installation of a new bearing.
It is vital to correctly align the oil seals
and 'L' spacer when re-assembling
the mag bearing assembly. Below are
illustrated all the parts for an NU2205
bearing assembly in the correct
sequence.
Crank Renewal
Crankshafts
47
Before the the mag housing is reheated, the outer oil seal must be
fitted. This is best done with a solid
object resting on the outer metal
edge of the seal in order to push it in
The seal spring should face the
crank
When the outer seal is in place,
the mag housing should be
thoroughly warmed, preferably on
an electric hob. If you are not used
to judging the correct temperature,
you can smear a little grease under
the seal. When the grease is hot
enough to melt and drip onto the
hob, the mag housing is hot enough
for the next step.
Working carefuly with the very hot
mag-housing, first place the L ring so
that the flat side rests against the
seal. When the mag-housing is hot
enough and the bearing cool
enough, it should just drop into
place. If it doesn't then you can help
it in by gentle even tapping on the
outside of the bearing (the rear hub
puller makes an excellent drift).
When the bearing is in place, the
worst of the job is done. Next the
inner oil seal should be installed. It
should be inserted far enough that
the circlip groove is clearly visible.
Next install the circlip, preferably
with some circlip pliers.
Then all that is needed is a a good
packing with high temperature
bearing grease (Article number
3600012). The ideal quantity fully
packs the bearing but leaves the top
part of the rollers still visible.
It is essential to also replace the
inner bearing track on the crank.
When you want to re-use your old
crank, the old track must be
removed from it. A good tool to use
is a Dremmel ceramic 'cut-off disk'.
In most cases this heats the track up
so much that it just drops off before it
is cut through. You can also use
jubilee clips to protect the oil seal
running surfaces whilst doing this.
The easiest installation is achieved
by freezing the crank over night.
Boiling water or hot oil is a good
method of quickly getting it to
temperature.
Here too you can simply let the ring
slide down the crank taper. If it does
not seat fully or snags part way
down, gentle and even tapping can
be used to get it into place.
'Sundance' custom handlebar grips
are an ideal size to use as a drift for
this purpose.
The crank then looks like this: ready
for installation. The drive side
bearing should also be replaced at
this point. This is located under a
metal cover (the drive side oil seal
retainer plate) which is secured with
4 screws. When re-building, the seal
Spring should face the crank. Do not
forget to place the round gasket
before re-fitting the plate and
torquing down the screws to approx
4.7- 5.2 Nm .
Ignition
50
Ignition
Call - +49 (0) 22 38 307 430
Ignitions
Innocenti were not only the first
manufacturers of two-wheelers who
introduced disc brakes to series
production bikes, they were also the
first to come up with an electronic
ignition in a scooter. In June 1970 the
first DL 200 electronic models were
delivered to the dealers. A small
“Electronic” sticker on the legshields
proudly showed the new feature of
this scooter. All other Lambrettas
however still had to make do with
the old points ignition. We stock all
spares for these ignitions, so that
Lambrettas with points ignition can
be used in everyday traffic without
problems, the double-spring
contacts for instance are rated
up to 8000 rpm. However service
intervals should be obeyed to avoid failures
due to the usual wear of these parts. Also a regular change
of the condenser and the whole contact breakers us a good way to avoid
hassle Sticky's spanner`s workshop manual is a good guide to all the necessary
servicing.
If you want to overcome the regular ignition services, our electronic ignition kits are
the solution. These not only work without further servicing and provide much better
lighting, they also put an end to all the ignition problems at highly tuned engines.
The powerful 12V electrics provide enough energy to run 35W headlight bulbs.
The conversion of the ignition system is not a very complicated affair. If you retain
your standard crankshaft, all you have to change is the stator plate and the
flywheel. You will only need a flywheel extractor and a flywheel holder as workshop
tools. A detailed description of the wiring comes with every electronic ignition. The
original wiring can still be used, only the junction box needs minor modifications.
Alternatively you can use the junction box designed for the electronic ignition kits.
For a really elegant way of fitting the regulator and HT coil, specific brackets are
available. To make the conversion as easy as possible, we offer complete electronic
ignition conversion kits, which includes the complete ignition kit, a GP race crank
and all necessary bearings and small parts.
With the AF ignition, the mag housing may have to be machined by 1mm to avoid
the flywheel rubbing, depending on the tolerances of individual scooters. Also, only
the flathead screws included in the kit should be used. After the new ignition system
has been fitted, the ignition setting must be adjusted by using a strobe light.
51
Ignition
AF electronic ignition
We can offer the AF ignition both for models with DL/GP taper as well as for the
smaller LI/SX versions. The complete kit includes the flywheel (1,3 kgs), the stator
plate with flathead screws, the dustcover and retaining clip, regulator and HT coil and
finally a specific junction box with cover. Also, a wiring diagram is included to connect
the ignition to your existing wiring loom. We offer all the parts included individually, so
that you only have to buy the AF flywheel if you already have an Indian electronic
ignition. The AF flywheel is a high quality item and much lighter than its Indian
counterpart. You will have to set the tickover a little higher, but you will get a faster
acceleration, improved peak performance and less crankshaft problems.
We have two versions of stator plates available for the AF ignitions available. The
standard version comes from India, building quality and finish may sometimes be
questionable. The cables are covered in black sleeves and are of suitable length to fit
the kit tidily. The bgm High Performance stator plate is different in that high quality
coils and grey cable sleeves are used. The cables are of extra length and not yet
equipped with connectors, so that they can be individually trimmed to fit the scooter.
Also a black cable sleeve comes as an extra.
AF electronic LI/SX/TV (standard)
AF electronic GP/DL (standard)
8030564
8030565
249,00 €
249,00 €
AF electronic LI/SX/TV (High Performance)
AF electronic GP/DL (High Performance)
8030567
8030568
259,00 €
259,00 €
Flywheel AF - Electronic LI - SX - TV
8030563
Flywheel AF - Electronic GP - DL
8030561
Flywheel AF electronic LI/SX/TV
8030563
Flywheel AF electronic GP/DL
8030561
Dust cover AF electronic
8012401
Stator plate electronic (standard)
8030552
Stator plate bgm electronic (High Performance) 8030566
Junction Box for electronic ignition
8012201
Junction box cover
8012190
Regulator (AC, 3 plugs)
9100001
HT coil (CDI)
9110018
Pickup coil
9999999
“Kidney” rubber grommet
4350127
129,00 €
129,00 €
129,00 €
129,00 €
10,00 €
79,00 €
89,00 €
6,00 €
4,00 €
25,00 €
26,00 €
18,00 €
1,00 €
Spares for AF - electrionic ignitions
SIL electronic ignition
The Indian electronic ignition is the cheap bread-and-butter version of the AF
electronic kit. As it is the case with all parts manufactured in India, building quality may
vary from batch to batch. The Indian ignition has a rather heavy flywheel which we do
not recommend using on highly tuned engines. The big advantage is of course the
price. Contrary to many offers on Ebay, our conversion kit includes an Italian regulator
and ignition coil and not Indian ones not without reason!
8030554
8030553
149,00 €
149,00 €
Flywheel SIL electronic LI/SX/TV
8030551
Flywheel SIL electronic GP/DL
8030550
Dust cover SIL electronic
8012400
Stator plate SCK electronic (standard)
8030552
Stator plate SCK electronic (High Performance) 8030566
Junction Box for electronic ignition
8012201
Junction box cover
8012190
Regulator (AC, 3 plugs)
9100001
HT coil (CDI)
9110018
Pickup coil
9999999
“Kidney” rubber grommet
4350127
109,00 €
109,00 €
4,60 €
79,00 €
89,00 €
6,00 €
4,00 €
25,00 €
26,00 €
18,00 €
1,00 €
SIL electronic LI/SX/TV (budget)
SIL electronic GP/DL (budget)
Spares for SIL electrionic ignitions
nic
AF-Electro
from
249.-
onic
SIL-Electr
from
149.-
Variotronic
Complete ignition for all Lambrettas equipped with variable timing curve. The delivery
contains the CNC machined stator plate, a flywheel with detachable flywheel cowl,
weight 1.7kg, CDI unit, regulator with 12 V AC and DC out, flywheel holding tool, data
sheet and wiring diagramm. The main advantage of the Variotronic is the variable
timing curve. With increasing revs the ignition is being more retarded - nearer to the
top dead centre of the piston. That way you are able to run the engine and its ignition
setting more advanced in the lower rev range, without the risk of overheating in the
upper rev range. The timing is retarded up to 8° (eg: idle running 20° btd - 2.000 rpm
23° btd - 5.000 rpm 21° btd - 8000 rpm 15° btd). Detailled info you will find on the data
sheet. The ignition was successfully tested as well for daily commuting as well as
on the dyno. With Scootering issue December 2004 you will find a test of a TS 1
engine which gained 1 bhp over the complete rev range over its counterpart
with fixed timings.
VARIOTRONIC for GP/DL
VARIOTRONIC for LI, SX, TV, LIS
VTR1000
VTR1001
349,00 €
349,00 €
ic
Variotron
349.-
52
Ignition
Call - +49 (0) 22 38 307 430
Lambretta Electronic Ignition
We can offer you two different Lambretta electronic ignitions. The great advantage
of electronic ignition is the low level of maintenance required. In contrast to points
ignition, electronic ignition is friction free in operation, so it experiences no
mechanical wear and tear. As a result, the AF and Indian ignitions both last longer
and function without misfiring.
Weight
We have listed an the different weights of Lambretta flywheels in the table opposite.
The AF flywheel is by far the lightest. Due to it's low rotating weight the tick-over
rpm. has to be turned up slightly. This is really the only disadvantage that needs be
considered. The advantages of the reduced rotating weight should not be under
estimated. The reduced mass on the end of the crankshaft means considerably less
resistance to rotation. As a result acceleration is dramatically improved, can and the
engine can be revved on further. A decent power output comparison test between
different weight flywheels can be found in the 'Classic Scooter' magazine (edition
15)
Suitability
Flywheels and their specific weight
Ignition
4-Pole Ducati points
6-Pole Ducati Points
6-Pole SIL Electronic
6-Pole SIL with SKR Plastic Fan
6-Pole 'Light' AF Electronic
Built In
Series 1, 2 & 3
Early Series 3
Later Series 3
GP/DL
SIL GP
Weight
Kg. 2.65
Kg. 2.65
Kg. 3.25
Kg. 3.25
Kg. 2.60
Kg. 1,80
Kg. 1.35
The heavy Indian flywheel is not suited to highly tuned motors, hampering
performance, these should be ridden with a lightened flywheel. The Indian flywheel
can be turned down to achieve this reduced weight. Standard or lightly tuned
motors run perfectly well with the Indian ignition. Having said that, the advantages
of the reduced weight are also immediately felt on standard motors too.
Stator Plate
We offer two different stators: the Indian one and the bgm 'High Performance' one.
The bgm one is real quality stuff. The stator plate itself is easily spotted with the
casted bgm logo. The coils and the pick-up are not of Indian origin, so the usual
procedure to replace the pick up and LT coil as necessary on Indian stator plates is
no longer needed. The wiring matches the colour coding on the CDI and the
regulator. This means that the cable loom can be retained and the connections can
be made according to the wire colours. This is not always the case with the Indian
ignition.
Pickup
Ignition Low Tension Coil (1st left from the pickup)
Earth (wire from the pickup)
Lighting Coils (2nd left from the pickup)
Red Wire
Green Wire
White Wire
Yellow Wire
Electronic Ignitions
Ducati 6-Pole ignition
The Indian ignition is produced by at least 2 different sources in India. The original
ignition is manufactured by Scooters India Ltd. This is the one which we sell. A mad
innovation from Scooters India was the lengthening of the fins of the fan, so that
they would improve cooling. Unfortunately the longer fins did not circulate any more
air. Our Indian wheels all have the fins shortened so that they fit under Italian fly
flywheel cowlings. Problems with Indian ignitions that have come to our attention
almost invariably relate to unlicensed copies of the SIL item. Examples range from
the flywheel boss being badly riveted in or in the wrong position so that the timing
cannot be set, through too loose magnets The AF ignitions are also manufactured
exclusively for AF in India, and bear up to comparison with the original Ducati
version.
A Quick Guide to Electronic Ignition Installation
In order to help you avoid mistakes in installing the electronic ignition, we have put
together a quick guide.
Removing the Old Ignition
The first thing to do is remove the old points ignition. To do this take off the flywheel
cowl, flywheel and the external coil, and if applicable the battery and rectifier. It is up
to you whether you want top renew the junction box and/or wiring loom. The AF
electronic ignition kit is supplied with a special junction box for electronic ignitions.
Tools
Before starting installation, make sure that you have all the necessary tools and
parts (not forgetting 12Volt lighting) in order to complete the job. A flywheel pulling
tool is essential. A flywheel holding tool is strongly recommended. This tool is also
essential for AF ignitions, without it you will only succeed in snapping fins off the
flywheel. According to whether you will set your ignition timing with a dial gauge or
determine TDC with a piston stop or TDC gauge and set the firing point with a
timing disc, you will need to have one or other of these instruments.
53
Ignition
Crank Health
Before installing a new ignition, check over the condition of the crank flywheel taper. It
should have a smooth and uniform tapersection and the woodruff key slot should be
clean and un-distorted. (If needed, you can repair the key slot with epoxy 'liquid-metal'
so that the woodruff key is a tight fit with no wobble so the flywheel can not rotate on
the taper and alter the firing point. But this is definetley not recommended by us.)
Perfectionists grind the flywheel and crank tapers together to match them perfectly.
This is done by applying a thin coating of valve grinding paste to the crank taper and
pressing the flywheel taper against it whilst turning it until both surfaces have a matt
appearance (make sure all traces of paste are removed afterwards). This is also a
good opportunity to check play against the specified tollerences for the crank bearings.
Motoplat 6-Pole ignition
Attaching the CDI and Regulator
There are virtually no limits to improvising mounting points. A classic solution is to
fasten each the compnents to one of the rear floorboard support struts. The rear face
of the tool box is also a favourite. More recently very handy mounting brackets have
been produced (eg. Article Nr. JB001), which neatly mount the CDI and regulator away
from the elements on the old HT coil mounting point on the frame tube.
Attaching the Stator
When attaching the stator plate take care and make precautions to route the wiring as
it exists so that it is not crushed (by adjusting the half-moon wiring bracket at the 12
O'clock position). Take care inserting the anchor plate in the groove in the maghousing. The pick up (the small black cube with two white stripes) should be at the 4
o'clock position. When everysing is in place you can gently tighten down the nuts or
bolts to 4.7- 5.2 Nm torque.
Filso 4-Pole ignition
Attaching the Flywheel
Before fitting the flywheel, check that no metal particles or eg. small washers have
been picked-up by the magnets. With the woodruff key in place on the crank, you can
carefully fit the flywheel onto the crank taper. Make sure that the woodruff key aligns
with and fits in the slot on the flywheel. You do not need to torque down the flywheel at
this stage. Make sure the flywheel can spin without interference, particularly with the
AF where space is tight. If it rubs then the flywheel, or even better the mag-housing,
needs to be machined down slightly. To avoid rubbing, always use the half-height bolts
supplied in the AF kit .
Firing Points for 58 mm Stroke Cranks
Wiring-Up the CDI and Regulator
We won't go into detail about how the CDI works here in order to stay on topic. When
you wire the stator to the CDI, you should pay particular attention to the routing and
the connection sequence of the wires. Compare your kit to our wiring diagram on the
page 55. With the help of the diagram, the 12 volt regulator is then simple to wire in. It
has three connetors. The yellow wire from the stator connects to the left-hand one, the
power input for the main lighting loom. The next (middle) connector is the output for
regulated 12V voltage. The colours to be connected to this vary from one loom to the
other (green/brown, yellow and brown are common ones). The third (right-hand)
connector is the regulator earth which should be connected to the frame (the regulator
mounting bolt is a good point to use).
Setting the Timing
Setting the timing correctly is one of the most important aspects of building an engine
and the process should equally be carried out from the beginning if installing a new
ignition. If the firing point is too late (nearer TDC) then the engine will lack power. On
the other hand, if the firing point is too advanced (too far from TDC) it will very
probably overheat and hole the piston and/or seize. In theory you could set the timing
by trial and error (as as you would to achivie perfect carburettor jetting). In practice it is
better to use the recommended settings. You need either a dial guage (the most
accurate method), TDC guage or piston stop to set the timing correctly. We have
illustrated the dial guage method, which is suitable for both electronic and points
ignitions, in the guide on the following pages. The tables opposite list the millimeters of
piston travel corresponding to degrees of ignition advance for different crank stroke
and conrod length combinations.
15°
16°
17°
18°
19°
20°
21°
22°
23°
equals
equals
equals
equals
equals
equals
equals
equals
equals
107 mm Conrod
1,25 mm
1,42 mm
1,60 mm
1,79 mm
2,00 mm
2,21 mm
2,43 mm
2,66 mm
2,90 mm
116 mm Conrod
1,23 mm
1,40 mm
1,58 mm
1,77 mm
1,97 mm
2,17 mm
2,39 mm
2,62 mm
2,86 mm
15°
16°
17°
18°
19°
20°
21°
22°
23°
equals
equals
equals
equals
equals
equals
equals
equals
equals
107 mm Conrod
1,30 mm
1,48 mm
1,67 mm
1,87 mm
2,08 mm
2,30 mm
2,53 mm
2,78 mm
3,03 mm
116 mm Conrod
1,28
1,46
1,64
1,84
2,05
2,26
2,49
2,73
2,98
mm
mm
mm
mm
mm
mm
mm
mm
mm
Starting the Scooter
Regardless of which method you have chosen to set the timing, make sure that
everything is tightened down properly before kicking the engine over. Both the stator
bolts and the flywheel nut (torqued to 68-75 Nm with a 17mm socket) should be
secured. Note that the main flywheel nut has a left-hand thread (anti-clockwise to
tighten). On electronic ignitions, the firing point must be immediately checked with a
strobe timing gun. It is not necessary to run the motor to do this. With the spark plug
out, the crank can be turned via the 17mm flywheel nut with a drill. Make sure that this
is done with sufficient (over 2000) rpm.
15°
16°
17°
18°
19°
20°
21°
22°
23°
equals
equals
equals
equals
equals
equals
equals
equals
equals
107 mm Conrod
1,33 mm
1,51 mm
1,70 mm
1,91 mm
2,12 mm
2,35 mm
2,59 mm
2,83 mm
3,09 mm
116 mm Conrod
1,31
1,49
1,68
1,88
2,05
2,31
2,54
2,79
3,04
mm
mm
mm
mm
mm
mm
mm
mm
mm
54
Ignition
Call - +49 (0) 22 38 307 430
ms
Wiring loo
19.-
Electronic Ignition Wiring Loom
Of course you have the benefit of a brand new item when you purchase an
electronic ignition wiring loom, ie. not brittle, coroded or patched together as the
predecessor may be. A further advantage is that you can ditch the junction box.
AC Black Casa Lambretta
AC Grey Casa Lambretta
8030503
8030506
19.00 €
19.00 €
Electronic Kit Mounting Brackets
In days of old the external coil and standard 3 pin regulator were simply bolted to
the frame legs by merrily drilling holes in them. Since the trend for restoration and
original appearance emerged, purpose made brackets for this job have become
available. We stock the 'Jockey's Boxen Shop' style brackets. With these you can
attach the CDI and regulator where the old coil used to be. The original coil
mounting holes in the frame can be used and everything fits comfortably and looks
smart. For the Series 1 and 2 we offer the 'Scooter Loopy' bracket which simply
bolts to the old coil mounting point (with slightly enlarged holes) and sits above the
mudguard.
Mounting
Brackets
Series 1 & 2
Series 3
39.-
JB003
JB001
39.00 €
39.00 €
Regulator
Here we can offer you some very nice alternatives to the standard 3 pin regulator.
Due to their compact size these regulators fit really snuggly and unconspicuously
The MkII has the additional feature of both AC and DC output. The DC output can
be used to power the horn, additional lights, laptop or mobile phone charger. If only
one output is required, the other can simply remain un-connected without affecting
the other or the life expectancy of the unit.
MK II
Regulator50
22.
Mini
Regulator90
Regulator MkII (60 x 40 x 20mm)
Regulator 3-Pin XS (90 x 50 x 33mm)
Regulator 3-Pin Mini (34 x 34 x 25mm)
Regulator 3-Pin Standard
H78100104
9100005
9100006
9100001
22.50 €
19.90 €
14.90 €
25.00 €
14.
Wiring loom electronic ignition Lambretta
Ignition lock
Light switch
Headlight bulb
12 V / 25/25 W
(9512036)
12 V / 35/35 W
(9512035)
Speedo bulb
12 V / 3 W (9512003)
Brake light switch
(8012282)
Regulator
(910001)
Rear light bulb
12 V / 21/5 W
(9512021)
Buzzer (AC)
(9500613)
White
Sparkplug
CDI - unit
(9520001)
Stator
Ignition
55
Setting the electronic ignition in 10 easy steps
You need to gather together the
following tools to set the timing:
-Socket wrench with 10mm and
17mm sockets
-Flywheel puller
-Flywheel holder
-Dial guage to establish TDC and
firing point
-Adjustable spanner or open ended
spanner to fit the flywheel puller
-Marker pen
Do not trust any old markings on
the mag housing. Only when the
same crank, stator, flywheel and mag
housing are used in combination can
the old marks be re-used. With a dial
gauge the timing can be set very
precisely. The gauge is attached in
place of the cylinder head. Now turn
the flywheel to the point where the
dial changes direction. This is Top
Dead Centre.
Now mark the position of TDC
against the arrow on the mag
housing. The amount of ignition
timing advance depends on the
motor set-up. Details can be found in
the individual cylinder descriptions
and recommendations. You can
quickly look-up the required cylinder
travel in mm in the tables on page
53. Make sure to identify the correct
stroke and conrod length when doing
so. Most Lambrettas run the
standard 58mm stroke with 107mm
long conrod. The TV model is an
exception to this rule with a 116mm
conrod.
When you have marked the TDC
position, you must then calculate the
ignition advance. In our example the
top-end is a 210cc Kawasaki
conversion that will be run with a
58mm stroke crank with 115mm long
conrod. (For the 115mm rod use the
values for the 116mm rod from the
table). The required ignition advance
is 18º BTDC (before top dead centre).
Expressed in terms of piston travel
this equates to 1.77mm BTDC. In
order to mark this point on the
maghousing, rotate the flywheel
anticlockwise...
...when the gauge indicates 1.77mm
make a mark on the maghousing lip.
The ignition pick-up should trigger
and fire at this point. If your motor is
a new set-up and you want to
experiment with the ignition timing,
you can make similar additional
marks. These are best made at
approx 2-3º gap from the first mark
so that you can quickly adjust the
setting later and do not need to remeasure. You may need to retard
the timing (less degrees ignition
advance) if the motor suffers
'pinking' under load.
When the marking is done (best
made permanant by punching the
mark on the mahhousing with a
screwdriver) you can proceed with
the final setting of the timing. The
objective is to align the two stripes on
the pickup (the black cube on the
stator plate) with the two
corresponding stripes on the flywheel
at the same time that the arrow points
to the 18º degree mark.
At the 4 to 5 O'clock position you can
see the pickup through the flywheel
window. If the two stripes do not
align, then the stator plate needs to
be turned. To do this you need to
remove the flywheel again using the
puller and holding tools. In doing so
make sure that the puller is screwed
in as far as possible and remenber
that the flywheel nut has a left-hand
thread.
Remove the flywheel to access the
stator. In the example we need to turn
the stator to the right a little to get
both marks to align. The stator is held
with 3 M6 bolts (10mm socket). Make
sure that the 'half moon' cable
retaining clip is under the bolt at the 1
o'clock position. If this is not in place
then there is a strong possibility of the
stator wires will wear against the
turning flywheel.
Re-install the flywhell and check that
the marks now align. The picture
shows correct alignment. Now the
stator can be fully tightened down.
Verify that the flywheel does not rub
any of the stator components,
especially if using the AF flywheel
where space is very tight. It is
essential to use the bolts with half
height heads that are supplied with
the AF kit. In some cases the
flywheel can still rub. If so then
machining back the flywheel or
maghousing is the only solution.
You should now check that all your
work is securely attached. Attach the
make sure the flywheel really firmly
tightened, preferably with a torque
wrench to 68-75 Nm.
Now replace dust cover, fan cowl,
floor board and any other parts that
were removed and enjoy riding with a
trouble free ignition.
56
Ignition
Call - +49 (0) 22 38 307 430
Points Ignition
There were various manufacturers and types of Lambretta pionts ignitions. The very
early types of ignition have a brass core and cast fin section that is highly prone to
part company with it, usually when underway. Filso, Dansi and Marelli ignitions are
the same. When you seriously want to use a points ignition on a dialy basis, you
should try to use a later and more reliable ducati ignition. These can now only be
obtained 2nd. hand used, to fit either Li/SX or GP/DL crank tapers. With this ignition,
and the neccessary service items of a new set of points and condensor, a
Lambretta is quite capable of reliable daily use.
Points
Filso Series 1,2 & 3 (4 pole - to YoM 1962)
Marelli Series 1 Li (not TV)
Dansi Series 1, 2 & 3 (4 pole - to YoM 1962)
Ducati Series 1, 2 & 3 (4 pole - to YoM 1962)
Ducati Series 3 (6 pole from YoM 1963)
Motoplat Servetta (6 pole)
Condensors
Filso Series 1, 2 & 3 (4 pole - to YoM 1962)
Marelli Series 1 Li (not TV)
Dansi Series 1, 2 & 3 (4 pole - to YoM 1962)
Ducati Series 1, 2 & 3 (4 pole - to YoM 1962)
Ducati Series 3 (6 pole from YoM 1963)
Motoplat Servetta (6 pole)
Genuine
e
Alternativ 50
90
42.
from 15.
8012352
8012353
8012355
8012354
8012351
8012350
9,00 €
9,00 €
9,00 €
9,00 €
9,00 €
9.00 €
8012425
8012427
8012426
8412420
8012420
8012421
7,00 €
7,00 €
9,00 €
7,00 €
7,00 €
9,00 €
HT Coils
Alongside the original Lambretta HT coil we can also heartily reccommend a Vespa
HT coil for points ignition. This offers better performance at a reduced price. With a
little bit of hand crafting this can be fitted fery neatly in the intended location.
Original (points ignition)
Vespa Ducati Alternative (points ignition)
Vespa Reproduction Alternative (point ignition)
Ignition Accessories
Rubber Between HT Lead and Frame
Rubber Doughnut for Maghousing Wiring
Aluminium Cable Tie
Metal Maghousing Wiring Seal
Earth Wire (Maghousing to Frame to HT Coil)
Indian Earth Wire (Maghousing to Frame Only)
8012230
9151001
9110019
42,90 €
39,00 €
15,50 €
8212150
8012300
8006545
8012360
8012131
8012130
2,10 €
0,50 €
1,50 €
1,00 €
3,80 €
1,00 €
Spark Plugs
e
Earth wir
Most Lambretta engines run well with a '3' heat graded Bosch spark plug. The
higher the number the hotter the plug with Bosch. NGK plugs are colder the the
higher the number (the Bosch W3 equates to the NGK B8). Nippon Denso plugs are
also colder the higher the number (the Bosh W3 and the NGK B8 equate to the
Nippon Denso W24)
80
3.
Plug cap 0
6
from
3.
g
Spark plu50
from
3.
Bosch W2CC
Bosch W3CC
Bosch W4CC
Bosh W5CC
3400002
3400003
3400004
3400005
3,50 €
3,50 €
3,50 €
3,50 €
NGK B7ES
NGK B8ES
NGK B9ES
NGK BR9EG Racing
3300007
3300008
3300009
3300013
3,50 €
3,50 €
3,50 €
9,00 €
Nippon Denso W22ESU
Nippon Denso W24ESU
Nippon Denso W27ESU
3400010
3400011
3400016
3,50 €
3,50 €
3,50 €
3309006
3309003
3309001
3309000
5,10 €
6,00 €
8,50 €
3,60 €
8030501
8030505
8030502
19,00 €
19,00 €
19,00 €
Plug Caps
BGM Rubber “High Ease”
Champion Rubber
NGK Rubber
NGK Standard
m
Wiring loo
19.-
Wiring Looms (Casa Lambretta)
Black (no battery) AC
Grey (no battery) AC
Grey (with battery) DC
Surf - www.Scooter-Center.com
Ignition
57
Set points ignition timing in 10 easy stages
You need to gather together the
following tools to set the timing:
Socket wrench with 10mm and
17mm sockets, flywheel puller,
flywheel holder, dial guage to
establish TDC and firing point,
adjustable spanner or open ended
spanner to fit the flywheel puller,
battery, bulb with two wires, set of
feeler guages and screwdriver.
Alternatively you can set the
timingwith a piston stop/TDC guage
and degree disc.
Do not trust any old markings on
The mag housing. Only when the
same crank, stator, flywheel and mag
housing are used in combination can
the old marks be re-used. With a dial
gage the timing can be set very
precisely. The guage is attached in
place of the cylinder head. Now turn
the flywheel to the point where the
dial changes direction. This is Top
Dead Centre.
Now mark the position of TDC
against the arrow on the mag
housing. The amount of ignition
timing advance depends on the
motor set-up. Details can be found in
the individual cylinder descriptions.
You can quickly look-up the required
cylinder travel in mm in the tables on
page 53. Make sure to identify the
correct stroke and conrod length
when doing so. Most Lambrettas run
the standard 58mm stroke with
107mm long conrod. The TV model
is an exception to this rule with a
116mm conrod.
When you have marked the TDC
position, you must then calculate the
ignition advance. In our example
engine is an SX200 with an over
capacity steel-liner conversion and
72mm piston. It will be run with a
TV175 crank with a 60mm stroke.
The required ignition advance is 18º
BTDC (before top dead centre).
Expressed in terms of piston travel
this equates to 1.84mm BTDC. In
order to mark this point on the
maghousing, rotate the flywheel
anticlockwise...
...when the gauge indicates 1.84mm
make a mark on the maghousing lip.
The points should begin to open
(and fire) at this point. If your motor
is a new set-up and you want to
experiment with the ignition timing,
you can make similar additional
marks. These are best made at
approx 2-3º gap from the first mark
so that you can quickly adjust the
setting later and do not need to remeasure. You may need to retard
the timing (less degrees ignition
advance) if the motor suffers
'pinking' under load.
When the marking is done (best
made permanant by punching the
mark on the mahhousing with a
screwdriver) you can proceed with
the final setting of the timing. Two
things need to be adjusted here: The
moment at which the points open and
the size of the maximum points gap.
First set the points gap. This should
fall in the range 0.35mm to 0.45mm,
measured with the feeler guage.
When correcting the points gap, the
screw on the points should be
loosened slightly. The adjustment is
carried out via the adjustment screw
on the stator through the window in
the flywheel. Turn the flywheel until
the points gap is at it's maximum.
You can establish this point by sight.
Using a 0.4mm feeler guage blade
set the points gap to the correct
distance. Then tighten down the
holding screw again. Now you can set
the points opening moment. In order
to do this attach the test lamp as
follows: Battery negative to the
engine casing. The battery positive is
connected to one of the bulb
connectors. The remaining bulb
connector is connected to the green
stator wire.
The bulb should now be illuminated.
Turn the flywheel towards your firing
point markuntil you see the
brightness of the bulb change. As
you turn the flywheel towards the
firing point the bulb shines bright. As
the points points open it dims
noticably. This is the firing point.
When the firing point is too early (to
the left of the maghousing mark), you
need to turn the stator to the right and
vice versa. It can become a bit
frustrating when you have to adjust
the stator position several times, but
persist as it is very worthwhile doing.
When you are satisfied with the firing
point, replace dust cover, fan cowl,
floor board and any other parts that
were removed and enjoy riding with a
trouble free ignition.
58
Ignition
Call - +49 (0) 22 38 307 430
Trouble Shooting Electronic Ignition
When you have followed the guide and neverthe less experience ignition problems
then follow our guide to systmatic trouble shooting.
If you have an ignition problem that cannot be identified by an initial visual check,
then first exchange the CDI unit. Best of all borrow one from a fully functioning
scooter to do this. When your scooter then works without problem, you need to
replace the CDI.
Important spares
Sparkplug Caps
Champion Rubber (for 14mm plugs)
NGK Rubber
(for 14mm plugs)
NGK Standard
(for 14mm plugs)
NGK Standard
(for 10mm plugs)
14mm Bosch Sparkplugs
W2CC
W3CC
W4CC
W5CC
14mm NGK Sparkplugs
B9ES
B8ES
B7ES
10mm NGK Sparkplugs
C9E
C8E
14mm Nippon Denso Plugs
W27ESU
W24ESU
W22ESU
Electronic Ignition HT Coils
Ducati Original
Reproduction
Electronic Ignition Pickup
Electronic Ignition Low Tension Coil
3309003
3309001
3309000
3309009
6.00 €
8.50 €
3.60 €
4.90 €
3400002
3400003
3400004
3400005
3.50 €
3.50 €
3.50 €
3.50 €
3300009
3300008
3300007
3.50 €
3.50 €
3.50 €
3300023
3300022
6.90 €
6.90 €
3400016
3400011
3400010
3.50 €
3.50 €
3.50 €
9520001
9110018
9999999
1231095
39.90 €
26.00 €
18.00 €
14.90 €
If it still does not work, then you need to look at the stator plate more closley. Of
course you need to remove the flywheel to do this. You have to look carefuly for
signs of damage to soldered joints, connections and rivvets and repair as
neccessary. If you cannot find anything here, then are two alternatives. The first is
to find someone friendly who will lend you a functional stator. If there isn't one
available, there is always the option of the multimeter. Set in the range 1 to 1000
Ohms you can measure and test the whole stator.
Connect your test-device to the green and white wires. By doing this you can check
wether you have continuity. The resistance value should be around 480 Ohms +/15 Ohms. The Indian stator coils with 3100 windings have a few less than the
Piaggio coils, as a result the reading can be somewhat lower.
Now you should measure between the red and white wires. Here you are also
checking for continuity and a resistance value arround 100 +/-5 Ohms. The
measurements that you have taken are considerably affected by differences in
ambient conditions at different times of the year. The values can vary by 30 to 40
Ohms between winter and summer.
Now you need to measure the current output. Switch your multimeter to the 'up to
200 Volt' reading scale. With this you will check the coils and the pick-up. Be
extremely careful not to short-circuit the red and green wires together or directly
with the white wire with the multimeter. For the lighting coils you need to connect
the green and white wire terminals at the CDI. Subject to the engine rpm you should
have a value between 35 and 180 volts. To measure the pick-up you take the red
and white wires at the CDI. The value here should be approximately 0.03 Volts.
When the values are correct the problem lies elsewhere. When the engine stops
running when it gets warm it is highly likely that there is a problem with the pickup. If
the problem presents at wider throttle positions and higher rpm then the CDI is
probably at fault.
Carbs
All You Need is...
+49 (0) 22 38 93 88 000
Sevice-Hotline:
Mo-Fr from 1100-1300 h
00
30
and 14 -18 h
00
00
And Sa from 10 -14 h
60
Carburettor
Call - +49 (0) 22 38 307 430
Spaco MA
50.-
Piston-ported engines
The choice of the carburettor size has a decisive influence on the performance
especially on piston-ported engines. This is an average guideline, provided that the
rest of the engine set-up is on a suitable level:
10 - 12 hp
22 - 25mm
15 - 16 hp
25 - 30mm
20 - 22 hp
28 - 32mm (road-race tune)
Jetex - Spaco
The Spaco MA18 is a license production of the old Dell'Orto MA series carburettors.
It is the ideal carb to retain the correct look on restored Series 1 and 2 Lambrettas.
The SH22 is very useful on touring engines. They are manufactured under licence
by Jetex. They are not the easiest carbs to set up, as much of the setting is done
only by altering the main jet. This often results in rather high fuel consumption
figures also.
Jetex SH 22
Spaco MA18
Inlet manifolds
Jetex SH
125 - 190 ccm
200 - 250 ccm
50.-
22mm
22mm
Inlet manifold gaskets
125 - 190 ccm
200 - 250 ccm
1510007
1510033
50,00 €
50,00 €
8006721
8006723
14,90 €
14,90 €
8006730
8006731
1,30 €
1,30 €
DellÓrto PHBL
The Dell'Orto PHBL 25 carburettors are a very good alternative to the SH22 carbs.
They won't give a vast improvement in peak power, but the engine usually runs
much smoother due to the much more refined adjustment possibilities. Powerful
touring engines with a lot of torque can be built with these carbs.
Another great advantage of the PHBL carbs is that the standard air filter box can be
retained. The bellmouth of the Dell'Orto carbs are just the right size to either fit the
DL 125 or LI-SX intake rubber hose. Standards looks and a greatly reduced
induction noise with improved performance is the result.
PHBL
79.-
Dellorto PHBL 25mm BS
Inlet manifold
125 - 190 ccm
200 - 250 ccm
MB
MB
Connection rubber
30mm diameter
Jubilee clip 40 - 60 mm
125 - 190 ccm
200 - 250 ccm
1510006
79,00 €
800070
800074
43,00 €
43,00 €
1110010
9900003
7,50 €
2,50 €
8006730
8006731
1,30 €
1,30 €
Keihin PWK
K
Keihin PW
149.-
The genuine Keihin PWK carb offers a much better quality compared to its
reproduction from Koso. Especially the bores are drilled with greater accuracy. This
makes the Keihin carburettors easier to set-up and more responsive to jetting
alterations. In addition, Keihin carbs offer a greater over-rev potential. It is not
without reason that Keihin carbs are used on race tracks all over the world, roadrace or motocross. Quality and standards of manufacturing are second to none…
Keihin PWK 28
Inlet manifolds
125 - 190 ccm
125 - 190 ccm
200 - 250 ccm
200 - 250 ccm
KH280000
ScootRS
MB
ScootRS
Malossi
Connection rubber
35mm diameter
Jubillee clip 40 - 60 mm
125 - 190 ccm
200 - 250 ccm
149,00 €
8000072
8000071
8000076
8000075
39,00 €
43,00 €
39,00 €
25,00 €
1110020
9900003
7,50 €
2,50 €
8006730
8006731
1,30 €
1,30 €
61
Carburettor
bgm PWK
bgm 28
We can also offer you the PWK series carburettor from bgm. There is no
discernable or hidden quality difference between these and the origainal PWK from
Keihin. The body casting is excellently finnished. The jetting is also very precise,
which leads to relative ease in setting these carburettors up. The acceleration and
rev-on capabilites are also to be found here. All at a great price.
bgm 24mm PWK-Type (Powerjet)
bgm 28mm PWK-Type
bgm 30mm PWK-Type
Inlet manifolds
125 - 190 ccm
125 - 190 ccm
200 - 250 ccm
200 - 250 ccm
ScootRS
MB
ScootRS
Malossi
Connection rubber
Ø=35mm
125 - 190 ccm
200 - 250 ccm
BGM8500
BGM8501
BGM8502
84,90 €
89,90 €
94,90 €
8000072
8000071
8000076
8000075
39,00 €
43,00 €
39,00 €
25,00 €
1110020
9900003
7,50 €
2,50 €
8006730
8006731
1,30 €
1,30 €
90
89.
bgm 24
90
84.
bgm 30
90
94.
Mikuni TM
As often, there is a suitable improvement for most things and the Mikuni
TM 24 is for your carburation. It has a very small body and is therefore
ideal for the cramped space under the Lambretta panels. The standard
intake rubber hose can be fitted without problems.
One of the main advantages of the Mikuni carbs is that they have no
exchangeable atomiser tube. The middle part of the rev-range is adjusted just by
altering the needle, which makes setting the carbs easy.
Mikuni carburettors are renowned for providing an excellent fuel-air mix. This is
specifically important with highly-tuned cylinders like the Honda 205 cc conversion
or the 200 cc Rapido race kit. Due to the lack of an inlet reed-valve, these cylinders
tend to blow back fuel at low revs, which makes them hard to adjust. Here Mikuni
carbs offer great opportunities for fine-tuning. The Mikuni fits onto the short MBD
inlet manifold which is also used for the 25 mm Dell'Ortos.
Mikuni TM 24
Inlet manifold
125 - 190 ccm
200 - 250 ccm
Mikuni TM
130.-
TP9908730 130,00 €
MB
MB
Connection rubber
30mm diameter
125 - 190 ccm
200 - 250 ccm
800070
800074
43,00 €
43,00 €
1110010
9900003
7,50 €
2,50 €
8006730
8006731
1,30 €
1,30 €
Dellorto PHBH
Dellorto PHBH 28 and 30 carburettors are a very suitable piece of kit for building
fast engines. Piston-ported engines should be run with long timings so that the
cylinder is able to use the amount of mixture provided by these carbs. The increase
in peak power compared to a 25 mm Dellorto is quite impressive, a plus of 5 hp and
18 hp peak is not unheard of. Still the carburettors are rugged and easy to use, so
that they are suitable for touring engines and everyday use. The standard air box is
beyond its limits here, a combination of a DL/GP 150 / 200 intake rubber hose and a
Ramair filter is a proven solution. A good carburettor at a very sensible price/power
ratio. If you want to use the Malossi inlet manifold, this has to be shortened to fit
under the panel.
Dellorto PHBH 28 mm BS
Dellorto PHBH 30 mm BS
Inlet manifolds
125 - 190 ccm
125 - 190 ccm
200 - 250 ccm
200 - 250 ccm
ScootRS
MB
ScootRS
Malossi
Connection rubbers
35mm diameter
125 - 190 ccm
200 - 250 ccm
1510008
1510009
79,00 €
79,00 €
8000072
8000071
8000076
8000075
39,00 €
43,00 €
39,00 €
25,00 €
1110020
9900003
7,50 €
2,50 €
8006730
8006731
1,30 €
1,30 €
PHBH
79.-
62
Carburettor
Call - +49 (0) 22 38 307 430
Reed Valve Engines
For Lambretta reed valve engines, carburettor sizes from 26 to 38 mm can be used.
As the size of the carb is always related to the rev-range and capacity of the engine,
larger carbs then that are rarely useful. Sometimes the performance of the engine
even decreases if too large carburettors are being used.
For powerful multi-purpose engines, a carburettor diameter of 28 to 32 mm is
absolutely sufficient. If peak performance is produced below 8000 rpm, a maximum
carburettor size of 30mm is enough. Taffspeed reached a peak performance of
nearly 27 hp at the rear wheel with a 28mm carb on a 230cc TS1 engine. A watercooled engine with a 32mm carb peaked at 29 hp.
PHBH
79.-
While there might not be a huge difference in peak performance, the rev-range of
smaller carbs is of course limited. Here you will have to decide for yourself, whether
you want the effortless performance and lower consumption figures of a smaller
carb, or if you really want to have the full programme with a lot of over-rev potential.
If the latter is the case, the 35mm Mikuni TMX carb is the perfect choice. Compared
to the Dell'Orto VHS it responds better to the throttle, is easier to adjust and even
leads to a lower fuel consumption. The right carb to get the maximum performance
from your TS1. Last but not least the size of the body is rather small, so that it's
easier to find the necessary space under the right-hand panel.
DellÓrto PHBH
The PHBH carburettors from Dell'Orto have proven their suitability for scooter
engines a thousand times. A very good-price to power ratio and availability of
spares are in favour of the Dell'Ortos. They work flawlessly both on Imola and on
TS1 cylinders even if they are not the latest state of the art carbs.
K
Keihin PW
149.-
Dellorto PHBH 28
Dellorto PHBH 30
Inlet manifold
TS1
TS1
TS1
MB
ScootRS
Lambretta Evergreen
TS1
1510008
1510009
79,00 €
79,00 €
8000066
8000067
8000064
59,00 €
49,00 €
45,00 €
8000065
2,50 €
Keihin PWK
The genuine Keihin PWK carb offers a much better quality compared to its
reproduction from Koso. Especially the bores are drilled with greater accuracy. This
makes the Keihin carburettors easier to set-up and more responsive to jetting
alterations. In addition, Keihin carbs offer a greater over-rev potential. It is not
without reason that Keihin carbs are used on race tracks all over the world, roadrace or motocross. Quality and standards of manufacturing are second to none.
Unfortunately we can offer the Keihin carb in 28mm diameter only at the moment.
Check our webshop to see if there are new sizes available.
Koso 34
50
Koso 28
123.
105.-
Keihin PWK 28
Inlet manifold
TS1
TS1
TS1
MB
ScootRS
Lambretta Evergreen
TS1
KH280000
149,00 €
8000066
8000067
8000064
59,00 €
49,00 €
45,00 €
8000065
2,50 €
Koso PWK
Also on reed-valve engines the Koso carbs are serious competitors. They are a
copy of the Keihin carbs, easy to adjust and responsive throughout the whole revrange, and all that at a very competitive price. The size of their body size is a
positive factor, too as they are smaller than most of the other makes with the same
venturi size.
Koso PWK 28
Koso PWK 30
Koso PWK 32
Koso PWK 34
Inlet manifold
Koso 30
60
113.
TS1
TS1
MB
AF
TS1
KO928001
KO930002
KO932000
KO934000
105,00 €
113,60 €
113,60 €
123,50 €
8000062
8000061
52,90 €
29,00 €
8000065
2,50 €
63
Carburettor
bgm PWK
bgm 28
We can also offer you the PWK series carburettor from bgm. There is no
discernable or hidden quality difference between these and the origainal PWK
from Keihin. The body casting is equally excellently finnished. The jetting is also
very precise, which leads to relative ease in setting these carburettors up. The
acceleration and rev-on capabilites are also to be found here.The carb body is
more compact than that of Koso carburettors. As a result it fits nicely under the
panels. The 28mm and 30mm models fit TS1 and all other reed manifolds nicely.
The 24mm model performs very well on the GT cylinder kit and touring set-up
using the Imola kit. In these applications the full acceleration and rev-on potential
is achieved in harmony with a complimentary exhaust.
90
89.
bgm 30
90
bgm 24mm PWK-Type (Powerjet)
bgm 28mm PWK-Type
bgm 30mm PWK-Type
Inlet manifolds
TS1
TS1
TS1
MB
ScootRS
Lambretta Evergreen
Inlet manifolds gaskets
TS1
BGM8500
BGM8501
BGM8502
84,90 €
89,90 €
94,90 €
8000066
8000067
8000064
59,00 €
49,00 €
45,00 €
8000065
2,50 €
94.
Mikuni TM & TMX
bgm 24
90
84.
We have mentioned the advantages of the Mikuni carburettors before,
so that it comes as no surprise that they are by far the most popular
carbs for the TS1. Responsiveness to the throttle, low fuel consumption,
adjustability and small external dimensions all speak in favour of these carbs.
Especially the TMX 35 offers everything a TS1 rider could ask for including peak
performance figures of more than 30 hp at the rear wheel. On the Imola, the
TM30 has turned out to be a good allrounder.
Mikuni TM 27
Mikuni TM 30
Inlet manifolds
TS1
TS1
TS1
MB
ScootRS
Lambretta Evergreen
TM278006
TM308006
149,00 €
149,00 €
8000066
8000067
8000064
59,00 €
49,00 €
45,00 €
TS1
8000065
2,50 €
Mikuni TMX 32
Mikuni TMX 35
TM3261
TM35-1
169,00 €
179,00 €
8000062
8000061
52,90 €
29,00 €
TS1
8000065
2,50 €
Mikuni TMX 38 Powerjet
TM38-157
Inlet manifolds
TS1
TS1
MB
AF
Inlet manifolds
TS1
MB
TS1
T M 30
149.-
239,00 €
8000063
59,00 €
8000065
2,50 €
TMX 38
239.-
TMX 32
169.-
Delivery satus of our
carbs
Dellorto PHBL 25
Dellorto PHBH 28/30
Koso PWK 28/30
Koso PWK 32
Koso PWK 34
BGM PWK 24 PJ
BGM PWK 28/30
Main jet
102
105 (PHBH 28)
115 (PHBH 30)
138 (135, 140)
140 (142, 145)
140 (142, 145)
105
135
Idle jet
70
55
38 (40, 42)
40 (42, 45)
42 (45, 48)
45
45 (PWK 28)
38 (PWK 30)
Choke jet
60
70
fixed
fixed
fixed
fixed
fixed
Needle
D22
X2
no markings
no markings
no markings
P24
P28
P30
Atomiser
AQ266
AV264 (PHBH 28)
AS266 (PHBH 30)
no markings
no markings
no markings
no markings
no markings
Power jet
XX
XX
XX
XX
XX
32
XX
Slide
40
40
no markings
no markings
no markings
no markings
no markings
Overall height
125mm
135mm
135mm
135mm
135mm
130mm
130mm
Overall width
85mm
85mm
75mm
75mm
75mm
70mm
70mm
Overall thickness
90mm
90mm
85mm
85mm
85mm
85mm
85mm
Stub
70mm
75mm
75mm
75mm
75mm
70mm
70mm
Choke system
Klappchoke
flip choke
flip choke
flip choke
flip choke
pull-up choke
pull-up choke
40mm
40mm (60mm)
55mm
55mm
55mm
50mm
50mm
diameter
30mm
35mm
40mm
40mm
40mm
35mm
35mm
Setting screws
left
left
left
left
left
left
left
adjuster
6mm
6mm
6mm
6mm
6mm
6mm
6mm
Mikuni TM24
Mikuni TM 27
Mikuni TM 30
Mikuni TMX 32
Mikuni TMX35
Mikuni TMX 38
Keihin PWK 28
Main jet
130
150
195
250
300
410
140
Idle jet
15
30
40
45
20
20
45
Choke jet
fixed
fixed
fixed
60
fixed
fixed
fixed
Needle
5N14-3
6E20
5EL68
5FP17-3
6EN11-58
6EJ12-56
NAPE
Atomiser
Q-0 (454)
fixed
fixed
Q-2 (389)
fixed
R-6 (633)
no markings
Power jet
XX
85
80
XX
XX
50
XX
Slide
3
4
4
4
6
3,5
3,5
Overall height
110mm
150mm
150mm
160mm
160mm
160mm
130mm
Overall width
80mm
105mm
105mm
100mm
100mm
100mm
70mm
Overall thickness
75mm
90mm
90mm
75mm
75mm
75mm
85mm
connection stub
60mm
75mm
70mm
80mm
85mm
85mm
70mm
Choke system
pull-up choke
pull-up choke
pull-up choke
pull-up choke
pull-up choke
pull-up choke
pull-up choke
45mm
50mm
50mm
60mm
60mm
60mm
50mm
diameter
30mm
35mm
35mm
40mm
45mm
45mm
35mm
Setting screws
left
left
left
left
left
left
left
fixed
fixed
fixed
fixed
fixed
fixed
6mm
Height of connection
Bellmouth
diameter
Connecting stub
Cable
Height of
Bellmouth
diameter
Connecting stub
Cable adjuster
size
65
Carburettors
Fuel supply
Fast-flow fuel tap
w
Fast Flo 90
If you want to replace the fuel tap of your Lambretta,
using a fast-flow tap is always a good choice. The
larger diameter makes sure that your engine always
gets enough juice. A must with all tuned engines as
the standard fuel tap simply is too small for carbs
larger than 25mm.
Without lever
8006597
With lever Series III alloy 8006591
With lever Series II alloy 8006599
Connecting diameter manifold
Connecting rubber
Ø=30mm
Ø=35mm
Ø=40mm
Ø=45mm
1110010
1110020
1110030
1110040
Adapter connection rubber
Ø=35-30mm
Ø=45-40mm
Inlet manifolds 125-190cc
Inlet manifolds
for rubber connection
22mm clamp connection
30mm MB-Type
35mm Scoot RS
35mm MB-Type
Inlet manifolds 200-240cc
30mm MB-Type
35mm Scoot RS
35mm Malossi
from
12,
12,90 €
17,00 €
17,00 €
7,50 €
7,50 €
9,00 €
9,00 €
1110022
1110041
9,00 €
9,00 €
8006721
8006720
8000070
8000072
8000071
14,90 €
14,90 €
43,00 €
39,00 €
43,00 €
8006723
8000074
8000076
8000075
14,90 €
43,00 €
39,00 €
25,00 €
n
Connectio90
from
7.
m
125-240cc 90
from
1 4.
Clamp connection (as standard)
Inlet manifolds TS1, Imola, Monza
Ø=35mm Evergreen
Ø=35mm Scoot RS
Ø=35mm MB
Ø=40mm AF
Ø=40mm MB
Ø=45mm MB
Fittings
Cable elbows M6x0,75
6mm Fittings
Choke - Kits
0°
50° (incl. Adjuster screw)
70° (incl. adjuster screw)
130° (without adjuster screw)
150° (without adjuster screw)
8000064
8000067
8000066
8000061
8000062
8000063
45,00 €
49,00 €
59,00 €
29,00 €
62,00 €
59,00 €
2599991
2599992
2599995
2599993
2600000
2600003
2599998
1,80 €
4,90 €
4,90 €
4,90 €
2,90 €
2,90 €
5,90 €
Cable choke conversion kits
Dellorto PHBH / L
Dellorto VHSA / B
Keihin PWK
Koso PWK
Mikuni TMX 27 & 35 mm
Mikuni TMX 30 & 32 mm
Flip & pull-up chokes
Dellorto PHBH / L
Dellorto VHSA / B
Mikuni TM 24
Mikuni TM 28
Mikuni TMX 27 & 35
Mikuni TMX 30 & 32
2599091
2599091
2599098
2599098
2599094
2599096
9,00 €
9,00 €
5,90 €
5,90 €
15,00 €
15,00 €
2599090
2599090
TM24/01
VM26/116
VM27/35
VM29/47
9,00 €
9,00 €
17,90 €
17,90 €
17,90 €
17,90 €
TS1 etc. 90
From
33.
Elbows 0
9
from 1.
s
Choke-Kit90
from
5.
66
Jets & spares
Call - +49 (0) 22 38 307 430
Jets and spares for PHB carburettors
The slide
Slides for Dell'Orto PHB carbs are available with different cutaway sizes numbered
30 to 70. Suitable slides for scooter engines range from 30 to 60. They influence air
speed at low throttle openings and therefore the fuel-air-mixture up to half throttle.
The part nos. for PHBL slides consist of the prefix 2531 (PHBH = 2532) and threedigits indicating the cutaway size.
A slide with cutaway size 30 for a PHBH carb will therefore have the number
2532030.
The pilot jet
The pilot (or slow running) jet feeds the fuel into the carb at tickover or when the
slide is nearly shut. It also can influence the running of the engine at higher speeds
e.g. when slipstreaming a car on the motorway at almost no throttle. This is often a
crucial situation as the engine is building up heat fast in this case. If the pilot jet is
too small, the engine will heat seize quickly. The pilot jet controls the mixture up to
one quarter of the throttle range. If the engine hesitates when the throttle is opened
up slowly, the pilot jet is too small, if the engine splutters or smokes badly, the jet is
too big. Attention: The idle mixture screw influences the same part of the throttle
range as the pilot jet. Before changing the main jet, make sure you have already
tried altering the setting of the mixture screw.
The part nos. for PHB pilot jets consist of the prefix 2505 and the three-digit jet size.
A pilot jet sized 50 will therefore have the number 2505050.
Slide
25.-
Pilot jet
2.-
Atomiser
Needle
5.-
5.-
The needle
The shape of the needle determines how much fuel can pass through the atomiser
at a given throttle position. The conical needle runs through the atomiser tube and
opens up its diameter gradually as the slide is being raised. The thinner the needle
is, the richer the mixture will be. The different shapes of needles can be worked out
from the table. Most important are the overall diameter of the needle and the
diameter of the needle tip while the shape of the conical part is determined by its
length and the other two figures. If the needle is too thin, the engine will run rich
over the whole rev-range. This can be adjusted by using a smaller diameter
atomiser. If the engine only runs weak or rich in a certain part of the throttle range,
you will have to locate the problem using the table and marks at the twistgrip. To
alter the setting in a certain throttle position, the needle has four positions for the
circlip, allowing raising or lowering the needle. The richest available setting will be
with the circlip in the lowest position and vice versa. If you cannot get the setting
right by changing the circlip position, e.g. because the engine runs rich in one part
of the throttle range and weak in another, a differently shaped needle will be
needed. The part nos. for X-marked needles consist of the prefix 2521 (D-marked
needles = 2522) and three digits for the needle code number.
The needle X2 will therefore have the part no. 2521002, for the needle D22 this
would be 2522022.
The atomiser
Main jet
2.-
Atomisers are available from size 258 to 270 for PHBH (AV and AS version) and
PHBL (AQ) carbs. The atomiser works in conjunction with the needle, a larger
diameter giving a richer mixture. Care must be taken as Dell'Orto PHBH carbs are
not only used for two-stroke engines, but also for large four-strokes like Moto Guzzi
motorcycles. Four-stroke carburettors look very similar to the two-stroke items,
however they are not interchangeable as the have different atomisers which cannot
be swapped. Two-stroke versions will always have AV or AS atomisers, the
difference between the two is that the AV are shorter, giving a richer mixture at low
throttle openings. For scooter engines, usually AV atomisers are being used. The
diameter of the atomisers is stated in 1/100 millimetres, i.e. an AV 262 atomiser will
have 2.62 mm diameter.
The part nos. for AV atomisers consist of the prefix 2512 (AQ = 2511) and the threedigit diameter. An AV 262 atomiser will therefore have the number 2512262.
The main jet
Main jets are available in sizes 70 to 330 (steps being -0, -2, -5, -8, -0). The main jet
determines the maximum of fuel which can be sucked into the engine at full throttle
(the exception being very lean needle/atomiser combinations where the atomiser
restricts fuel flow so that theoretically these settings could be used without a main
jet!). This highlights that the main jet always works in conjunction with the atomiser
and the needle. The number indicates the diameter of the jet in 1/100 millimetres,
the larger this diameter, the richer the setting will be.
The part nos. for PHB main jets consist of the prefix 2506 and the three-digit jet
size. A main jet sized 120 will therefore have the number 2506120.
67
Jets & spares
About Dell'Orto atomisers and needles
The atomisers for Dell'Orto PHB carbs are available in two different lengths. The
long version (AS) gives a leaner mixture when the throttle is partially open, while the
short atomisers (AV) provide a rich mixture. For nearly all scooter engines, the short
versions are the better choice. Also, care should be taken when using second-hand
carburettors. The PHB carbs are available in a lot of different versions, also for fourstroke engines. Two-stroke carbs will always have AV or AS atomisers, while fourstroke versions will have P, T or BC atomisers. There are also PHB carbs which are
for four-stroke use only. These can be recognised by a different atomiser seating.
The two-stroke versions have a half-open sleeve protruding into the venturi for
about 5mm, while the four-stroke carbs have just an open bore. The two different
versions are not interchangeable and the four-stroke version will not work properly
on a two-stroke scooter engine.
Also the combination of atomiser and needle is crucial: with a very lean
needle/atomiser combination, i.e. thick needle and thin atomiser, the functioning of
the main jet works can get upset as the atomiser restricts fuel flow even at full
throttle. Altering the main jet will make no difference to the setting, as theoretically
these settings could be used without a main jet. Therefore the diameter of the
atomiser should always be chosen large enough.
By changing the circlip position, you can raise or lower the needle, which will alter
the range of the cone of the needle (the higher the clip, the weaker the mixture and
vice-versa). If this doesn't help, different shaped needles or other atomisers are
needed. However this is normally the case only with Dell'orto carbs. When riding
the scooter, it is normally quite easy to find out the throttle opening where the
engine does not perform well. After that you can work out the correct needle from
the table below (see picture).
Suitably shaped needles for Lambretta engines are always stated at the pages of
the corresponding carbs in this catalogue. For instance, if you are using a PHB
Dell'Orto carb and a X8 needle, which is too rich from a certain rate of throttle
opening, you should switch to a X2 needle. This has a needle tip of 1,8mm diameter
instead of the 1,4mm at the X8, which will provide a much leaner mixture. As the
cone is less steep throughout its entire length, this will affect the whole working
range of the needle.
Dimensions of D-type needles for PHBL
Type A (mm) B (mm) C (mm)
D1
D3
D22 2,50
1,40 18,00
D24 2,50
0,60 20,00
D26 2,50
1,40 20,00
D29 2,50
1,80 20,00
D31 2,50
0,60 22,00
D30
D37 2,50
1,40 24,00
Dimensions of X-type needles for PHBH
Type
X1
X2
X3
X5
X7
X13
X37
X55
A (mm)
2,48
2,50
2,46
2,46
2,50
2,50
2,53
2,51
B (mm) C (mm)
1,20 26,00
1,80 24,00
1,60 22,00
1,80 24,00
1,80 20,00
1,80 22,00
0,60 30,00
0,98 29,25
Spares and accessories for Dell'Orto PHBL and PHBH carburettors
1
1
1
1
1
1
1
2
3
4
4
5
5
6
7
8
9
10
12
12
13
14
14
15
16
16
17
18
19
20
21
21
21
21
21
0° cable guide
50° cable elbow (incl. adjuster screw)
130° cable elbow (without adjuster screw)
150° cable elbow (without adjuster screw)
Top cap screw
Carburettor top cap PHBH
Slide spring (re-inforced) PHBL
Slide spring (re-inforced)PHBH
Flip-up choke kit PHBH/L
Cable choke conversion kit PHBH/L
Tickover screw
Fuel/air mixture screw
Float
Float swivel pin
Float valve
Float bowl plastic
Float bowl alloy
O-ring 12mm
Main jet retaining screw (plastic float bowl)
Main jet retaining screw (alloy float bowl)
Needle clip
Needle plate PHBL
Needle plate PHBH
Fuel filter
Fuel hose connection elbow
Gasket for connection elbow screw
Connection elbow screw
Starter jet PHB (50)
2599991
2599992
2599995
2599993
2600000
2600003
2599998
5350023
5350024
2599011
2599010
2599090
2599091
5350026
5350028
5350034
5350035
5350009
5350039
5450016
8003070
5350036
5350037
2599000
2599001
2599002
5350030
5350031
5350018
5350032
2543050
2543055
2543060
2543065
2543070
1,80 €
4,90 €
4,90 €
4,90 €
3,90 €
3,90 €
5,90 €
1,00 €
4,60 €
4,50 €
4,50 €
9,90 €
9,90 €
3,50 €
3,60 €
6,00 €
2,00 €
3,60 €
8,00 €
20,00 €
0,30 €
3,40 €
6,00 €
2,00 €
1,00 €
1,00 €
1,00 €
3,50 €
0,30 €
0,60 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
1
2
3
4
5
15
16
17
18
19
20
6
7
8
9
10
21
12
13
14
68
Jets & spares
Call - +49 (0) 22 38 307 430
Mikuni und PWK carburettors
Mikuni jets are numbered according to the flow rate and therefore have nothing to
do with Dell'Orto jet sizes which are graded according to the aperture diameter.
Mikuni, as all other Japanese carburettor manufacturers, uses the so called
'Reverse Type' jets. These are characterised, thanks to the flow rating, very precise
and linear fuel delivery rates.
The fuel delivery rate of the Dell'Orto is not linear, but merely progressive. In simple
terms this means that the jet can suddenly deliver a different flow rate as vacuum
increases. This is the basis which clearly places Mikuni and PWK carburettors in
another league from other makes. It is also the reason why jets sizes from other
manufacturers, e.g. Dell 'Orto, cannot be compared directly to them. Mikuni
carburettors supplied by us are always equipped with slides that are well suited to
scooter engines. We can always supply other slides on request.
Nevertheless, experience has shown that a good yardstick is to calculate on
approximately double the jet size when translating from Dell 'Orto to Mikuni. EG. If a
145 main jet was being used in the good old Dell'Orto 30mm PHBH, then with a
Mikuni TMX 35 a main jet in the range 270 to 300 will be needed. This advice is
intended as a general guideline, and should not be treated as gospel. The Mikuni
TMX 35 standard out of the box jetting is pretty near the mark for a TS1 engine. In
many cases only the idle jet needs to be swapped for a slightly leaner one. This
does vary according to the engine's compression ratio however. Mikunis in general
run best on scooter engines with a fairly lean slide (at least a 4.5). The 35mm
Mikuni even uses a slide with an enormous 6.0 cutaway, which suits most engines.
Furthermore, Mikuni equipped engines can still run extremely well even if the main
jet is far too small So be careful to start off rich and gradually come down in jet
sizes.
Jets & Parts
bgm - Keihin - Koso PWK
Idle Jet Set
Idle jet set for bgm, Keihin, Koso, Stage 6 PWK carburettors. The set contains ten
idle jets in sizes 35, 38, 40, 42, 45, 48, 50, 52, 55 & 58. With this set at hand perfect
adjustment of the idle circuit is possible.
PWK Idle Jet Set
2599100
15.00 €
Main Jet Set
Main jet set for bgm, Keihin, Koso, Stage 6 PWK carburettors. Ten jets are included
here too. The jet size range is from 128 to 148 or 100-122. It is best to start rich
then jet downwards.
PWK Main Jet Set 125-148
PWK Main Jet Set 100-122
2599099
2599103
13.00 €
13,00 €
Choke
Cable choke conversion kit for the PWK carburettor. With this you can use the
scooter's original choke lever. The choke cable is not included. You can modify the
original choke cable for use with the kit.
PWK Conversion Kit
et
Main Jet S
only
2599098
5.90 €
Needle Set
Set of four different shaped needles for setting up the PWK carb range.
13.-
PWK Needle Set
t
Idle Jet Se
only
15.-
2599104
9,90 €
69
All articles are not for road use unless stated otherwise. For road use only!
Jets & spares
Mikuni
Idle Jets
Mikuni idle jets are available in the range 10 to 60 in steps of 2.5. The article
number for Mikuni idle jets is composed of the code 222100 + the jet size in
combination.
A 17.5 idle jet article number is
A 60 idle jet is article number
222100175
22210060
3.00 €
3.00 €
Main Jets
The main jets for the entire Mikuni TM range carburettors are identical and can be
changed using a six sided spanner or socket. Jets sized 140 to 200 are available
in steps of 5, and from 200 to 450 in steps of 10. The article number for Mikuni
main jets is composed of the code 2705 + the jet size in combination.
A 145 main jet is article number
A 310 main jet is article number
2705145
2705310
3.50 €
3.50 €
Needle
From the many that are produced, we have selected the needles best suited to
scooter engines. The needles are listed from leanest to richest for each
carburettor model.
Mikuni TM24
J8-4DH07
J8-4F15
J8-4L06
J8-4H23
Mikuni TMX30
5EL68
5DP39
Mikuni TMX32
J8-6E25
J8-6DJ08-63
J8-6DJ08-61
J8-6AEJ01-61
J8-6AEJ01-63
Mikuni TMX35
6EN11-58
6EN11-57
6EN11-56
6EN11-55
6EN11-54
2700000
2700001
2700003
2700002
13.00 €
13.00 €
13.00 €
13.00 €
2700008
2700005
13.00 €
13.00 €
J86E25
J86DJ0863
J86DJ0861
J86AEJ0161
J86AEJ0163
13.00 €
13.00 €
13.00 €
13.00 €
13.00 €
2700004
2700009
2700010
2700011
2700012
15.90 €
15.90 €
15.90 €
15.90 €
15.90 €
Atomiser
We have also listed the atomisers from lean to rich. And yes, with a Mikuni three
atomisers are ample to set-up a scooter's carburation.
Atomiser (O-4-622)
Atomiser (O-6-622)
Atomiser (Q-0-458)
27459
27460
27458
14.90 €
14.90 €
14.90 €
Chokes
As standard Mikuni carburettors come equipped with a pull-choke mechanism
with a twist knob on the carburettor itself. Not the handiest system for most
scooters. To make choke operation more comfortable this can be converted to
cable operation. The kit contains all the relevant parts to convert each carburettor
model. In addition a choke cable is also required, which can be made-up from a
throttle cable. Then the original choke lever can be used again.
Pull Chokes
TM24 Complete ready to install, brass
TM28 Complete ready to install, brass
TMX 27 & 35 Complete ready to install, brass
TMX 30 & 32 Complete ready to install, plastic
Cable choke
TM24 & 28, brass
TMX27 & 35, brass
TMX 30 & 32, plastic
TM24/01
VM26/116
VM27/35
VM29/47
17.90 €
17.90 €
17.90 €
22.90 €
2599095
2599094
2599096
22.90 €
29.90 €
27.90 €
Cable Choke Conversion Kit
We can offer you a complete cable choke kit for the Mikuni TMX 27 and 35
carburettors. The cable and the operating knob are included in the kit.
Kit for TMX 27 & 35
CA800109
€19.90
Powerjet
Powerjet technology
offers the advantage of
Powerjet
additional fuel delivery
at certain rpm. The
powerjet system
richens the mixture via
a separate jet at full
burden and prevents a
weakening of the fuel
mix in constant high
load conditions (EG.
Motorway riding) Thanks to the powerjet the mid-range jetting
can be set at a leaner level without risk of the engine being
destroyed at full burden. The powerjet system is a standard
feature of certain Mikuni carburettors (TMX 27, 30 and 38) and
can be added as a conversion to others (TMX 32 35). However,
even without this wonderful system, Mikunis are very adaptable
to high load demands. Where previously you might have
experienced the dreaded 'pinking', with a Mikuni the engine runs
so smoothly you would think it was fuel injected. As a general
formula the powerjet used should be approximately ¼ the size
of the normal (non powerjet!) main jet. In order to work-out the
normal (non powerjet) main jet size, the powerjet system needs
to be closed off. This can be done by inserting a 4-5mm
diameter piece of steel bar in the powerjet feed rubber tube. If
the required main jet is say a 280, then you should select a 70
powerjet. The main jet should then be reduced by the same
value and in this case a 210 should be installed.
5.-
Powerjet Conversion Kit
For TM & TMX32 35
Jet (30,0)
Jet (35,0)
Jet (40,0)
Jet (45,0)
Jet (50,0)
Jet (55,0)
Jet (60,0)
Jet (65,0)
Jet (70,0)
Jet (75,0)
Jet (85,0)
2700930
2700935
2700940
2700945
2701150
2701155
2701160
2701165
2701170
2701175
2700985
MK-406 €49.90
Jet (87,5)
Jet (90,0)
Jet (92,5)
Jet (95,0)
Jet (97,5)
Jet (100,0)
Jet (102,5)
Jet (105,0)
Jet (107,5)
Jet (110,0)
2700986
2700990
2700991
2700992
2700993
2700994
2700995
2700996
2700997
2700998
70
Carburettor
Call - +49 (0) 22 38 307 430
Air filters & Co.
Bell mouth
90
If you choose to omit the air filter, be aware that all sorts of road grit and dust
will get sucked into your carb which will considerably shorten the lifespan of all moving parts of your engine. Further to that, scooter
engines tend to spit back a certain amount of fuel which then can be
found as an oily residue at the side panel or running board.
Certainly not in favour of the overall appearance of your scooter. It
is of course not too easy to find enough room for an air filter at a
Lambretta. The traditional way of handling this problem is to use a
Ramair filter and cut a neat hole into the panel. If you think that
this does no favours to the looks of your scoot either or simply feel
that hacking down your genuine SX panels is not a good idea, a
combination of the genuine air hose and a foam filter might be the
solution. In this case, one of our Arreche air filters is fitted atop the air
hose which provides a very effective air filtering system which both keeps
the noise at an acceptable level and your scooter clean. For larger carbs (Mikuni
TMX 35), a Vespa intake rubber hose can be used. Even if this does not fit perfectly,
it is still the best solution we have found so far. The Ramair filters fit very well, even
if adaptor rings must be fitted at some carbs take care to use only fuel resistant
plastic if you make one yourself. Finally, if you like the sporty appearance of open
side-panels, an open bellmouth is a must as this not only looks the part but also
increases performance considerably.
14.
TWINAIR filters (Ø=120mm & height = 135mm)
Connection Ø = 45mm
Ramair filters
Bellmouth bgm
TwinAir
20.-
Fuel hoses
Standard Ø = 7x14mm (1m)
Blue Ø = 5x8mm (1m)
Yellow Ø = 5x8mm (1m)
Green Ø = 5x8mm (1m)
Red Ø = 5x8mm (1m)
Black mesh covered Ø = 5x9mm (1m)
4400004
4400005
4400006
4400007
20,00 €
20,00 €
20,00 €
20,00 €
4400003
4400000
4400002
4400001
25,00 €
25,00 €
25,00 €
25,00 €
BGM4421
BGM442
14,90 €
14,90 €
5250017
BGM6604
BGM6605
BGM6603
BGM6600
5250059
2,60 €
2,90 €
2,90 €
2,90 €
2,90 €
4,00 €
Fuel hose quick connectors
RamAir
25.-
Ø=5-6mm
Ø=7-8mm
Fuel filters
bgm blue Ø = 5-7mm
bgm red Ø = 5-7mm
bgm silver Ø = 5-7mm
Classic type with glass Ø = 5-7mm
Classic type with glass Ø = 8-9mm
BGM6606
BGM6607
8,90 €
8,90 €
BGM7300
BGM7302
BGM7301
5350052
5350076
7,90 €
7,90 €
7,90 €
4,90 €
4,90 €
Fuel hose
60
/m
from
2.
nectors
Quick con 0
9
8.
Quick Action Throttle Grips
Our quick action throttle grips are the suitable solution for all Lambretta owners who
use large carbs, want to have quicker access to their throttle cable or simply prefer
the race-style looks. Quick action throttle grips are available in two different versions
with the cable routed horizontally or vertically.
The vertical bgm throttle grip is a true high-end item: the fully CNC-machined
housing does not only look the part but is also highly functional.
Also if looking for a horizontal throttle grip we recommend the bgm. The maximum
throttle opening is 38mm which makes the bgm perfectly suited for all carbs up to
35mm. The housing is made entirely from alloy and is manufactured to the highest
standards. A nice add-on is the rubber cover which keeps water and dirt from
entering the housing.
Quick action throttle grip (vertical)
Tomaselli black
Tomaselli silver
bgm CNC-machined, silver
Quick action throttle grip (horizontal)
Tomaselli, black
Tomaselli, silver
bgm, black
Accessories for quick action throttle grips
Throttle cable XL inner cable
Throttle cable XL complete (with Teflon liner)
Screw-on end nipple 5,5mm
5200001
5200011
BGM5252
23,90 €
23,90 €
29,90 €
5200002
5200012
BGM5250
23,90 €
23,90 €
19,90 €
4350002
4350004
4350023
Tomaselli
50
23.
bgm -CNC90
29.
2,00 €
6,50 €
1,50 €
Boost Bottle
Two-stroke engines are very sensitive to intake conditions due to their simple
passive design. All direct induction engines tend to spit back a little of the fuel air
mixture at low RPM, this is even more the case with piston-ported Lambretta
engines but also applies to engines equipped with reed valves. This amount of
mixture is then sucked back into the engine, creating an over-rich mixture hich
causes the engine to splutter. An elegant solution for this problem is using a boost
bottle, which was invented by Yamaha for the RD350. The boost bottle is basically a
tank which is connected to the inlet manifold and stores this small amount of fuel/air
along with additional air. When the piston travels downwards, the fuel is sucked into
this tank instead of being pushed back into the carb, thus avoiding an over-rich
mixture. The effective range of the boost bottle can be varied by altering the length
of the connection tube. Also, using a boost bottle allows for a leaner setting of the
carb as less fuel is being lost. Fuel economy is significantly improved at low to mid
RPM.
Especially with long intake timings as used at some conversions or Rapido 200 kits,
fitting a boost bottle offers a vast improvement as the spitback normally ruins every
attempt to set the carb. For large capacity engines, we recommend using the Polini
boost bottle which is capable of compensating the necessary amount of mixture
because of its large volume. The connection tube can be adapted to the individual
engine by simply cutting it to the required length. New are the high quality bottles
made by bgm. These items are manufactured to the highest standards and come
complete with all necessary fitting materials.
Attention: The boost bottle must always be fitted so that it can run empty again, as
otherwise it will fill up increasingly and finally flood the engine.
Malossi
Polini
Boost-Bottle bgm blue
Boost-Bottle bgm red
Boost-Bottle bgm silver
1109999
1009999
B050073
B050072
B050072
32,90 €
22,90 €
19,90 €
19,90 €
19,90 €
Bgm
90
19.
tle
Boost Bot 90
from
19.
71
72
Setting the carburettor
Call - +49 (0) 22 38 307 430
The main reasons for unreliable engines and seizures are not mechanical failures
but incorrect ignition timing and badly set-up carburettors. There is no such thing as
a touring or in-town setting, only a correct one. Unfortunately this is not as easy to
find as the ignition timing, also the results are not as easy to check.
Still we want to help you finding the correct setting for your engine. This can only be
done for each engine individually, even if our spreadsheet gives you a first rough
starting point for setting your engine. You might feel that this is a very complex and
even scary thing in the first place, but with a little general knowledge, the whole
affair is only half as complicated as it looks.
A typical indicator for the setting is the spark plug colour. The problem with this is
that unleaded fuel and fully-synthetic two-stroke oils make this much harder to see
than in the old days, especially with good spark plugs which burn the fuel very
effectively. However as a rough guide it is still a worthwhile check. You will have to
do this directly after a run on full throttle, ideally switch the ignition off while you are
still on full throttle (and pull the clutch of course). A very light colour (grey or white)
indicates that the engine runs got the mixture is lean. A black or even oil-covered
spark plug shows that the mixture is too rich. The classic recommendation is that
the spark plug colour should be a dark chocolate brown colour.
Setting recommendations
Please be aware that this is a guide only so that you don't have to start from scratch when setting up your carb. The figures
stated stem from a number of different but well working engines. We strongly recommend starting with a richer setting than the
one given here and then working downwards gradually.
Cylinder
175 (tuned)
175 (tuned)
175 (tuned)
185 Imola
200 Stage 4
200 Stage 4
200 Stage 4
200 Stage 4
200 Stage 4
200 Stage 4
200 Stage 4
200 Stage 4
200 Stage 4
Rapido Classic 200 cc
Rapido Classic 200 cc
Rapido Race 200 cc
Rapido Race 200 cc
Rapido Race 225 cc
Rapido Race 225 cc
Rapido Race 250 cc
TS 1 200 cc
TS 1 200 cc
TS 1 200 cc
TS 1 200 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 225 cc
TS 1 240 cc
TS 1 225 cc
Carb
Dellorto SH20
Jetex
Mikuni TM 24
Dellorto PHBH 30
Dellorto SH20
Dellorto PHBL 25
Dellorto PHBH 28
Dellorto PHBH 30
Jetex
Mikuni TM 24
Mikuni TM 28
Mikuni TM 28
PWK 28
Dellorto PHBH 30
Jetex
Dellorto PHBH 30
Mikuni TM 28
Dellorto PHBH 30
Dellorto PHBH 30
Dellorto PHBH 30
Amal 30
Amal 34
Dellorto PHBH 30
Dellorto VHSB 34
Amal 30
Amal 34
Dellorto PHBH 30
Dellorto PHBH 30
Dellorto PHBH 30
Dellorto VHSA 32
Dellorto VHSB 34
Dellorto VHSB 34
Mikuni TMX 32
Mikuni TMX 35
PWK 28
PWK 32
Mikuni TMX 35
Mikuni TMX 30
Main jet
112 108
123 - 112
155
130-120
106
83
125- 115
130- 120
126 - 118
Pilot jet
45 48
Std.
15
55
50
44
70- 50
70- 50
Std.
Atomiser
5899-2 / 4
Std.
169-P0
AV266
5899-2
264
AV268-262
AV268-262
Std.
Needle
5EJ11
X7
D 22
X7-13-2-26
X7-13-2-26
-
170
190
125
122
126 - 118
126
190
128
128
130
320-300
350-320
150-135
175-160
320-300
360-340
146-142
128
155-140
165-140
175-160
200-155
280
320
140
145
320
35
40
50
55
45
55
40
50
55
55
35
35
55
55-45
35
35
70
55
55
45- 40
55-45
45- 40
35
6020
55
58
60-20
169-08
169-08
Std.
AV266
5899-2
AV266
169-08
AV266
AV266
AV266
107
107
AV266
DQ/DP 266
107
107
AV266
AV264
AV266
DQ266-262
DQ/DP 266
DQ266-264
Q2
Std.
Std.
-
5EJ11
5EJ11
Std.
X7
X7
5EJ11
X13
X7
X7
2D1
2D1
X7
K 21 / K 24
2D1
2D1
X2
X32
X7
K21-22-28-23-27
K21 / K24
K21-22-28-23-27
6FJ6
6ENM-85
Std.
Std.
6ENM-85
73
The theory
All carbs work with atmospheric pressure which makes air and petrol flow through
the carburettor. We can now try to influence this pressure by altering the different
means, to get the mixture of petrol and air right.
This mixture is generally influenced by the diameter of the carb. If the carburettor
is opened by the throttle, air is sucked into the engine. At the same time, a conic
needle, which is connected to the slide, is pulled out of the atomiser, opening the
main jet and adding fuel to the mix. The shape of the needle and the height at
which it sits in the slide will determine the mixture from lower throttle settings right
up to near full-throttle. The float will provide an even level of fuel for the main jet.
Just over the main-jet, the bypass for the idle-setting is cast into the carb, which
can be adjusted by the idle mixture screw from the outside of the carb. A second
screw forms an adjustable stop for the slide, so that the tick-over speed can be
set.
Throttle opening
The preparation
On to the actual setting. Beyond very basic setting you will definitely need a
suitable selection of jets to play with. Note that the jets are not always
manufactured 100% to the right dimensions. A jet-gauge might be handy here to
be perfectly sure and avoid confusion. If you don't have a dyno available, you will
have to set the carb on the open road. The easiest way to do this is to use an
open stretch of road where you can repeat the same testing procedure several
times. After you have got the basic setting to a point where the engine is ticking
over and responds to the throttle, you start setting the lower and middle range of
throttle openings. The main jet can be left at an estimated and rather rich setting,
as it only comes into effect when the throttle is nearly opened up completely (see
illustration). Always keep in mind that the setting depends on the throttle opening
and not on the speed. The following components of the carburettor are
responsible for the setting in the individual stages of throttle opening.
To find out which part of the throttle range you are trying to set up, it is a good
idea to mark the throttle opening. This can be done by sticking tape on your
throttle grip and handlebar and mark the stages of throttle opening as listed
above.
Starting the engine
Pick-up from tick-over
Starter jet
Slide cutaway
mixture screw
-> 1/3
Idle mixture screw
Pilot jet
2/3 - 3/3
Atomiser
Needle
Main jet
Setting the tick-over
Tick-over should be set to an even and steady pace using the tick-over screw
which is going horizontally into the carb body at the middle of the slide. If no even
tick-over can be achieved, the mixture is either lean or rich. This has to be
adjusted using the idle mixture screw.
Adjusting the mixture at tick-over
If the engine is running uneven and noisy, the mixture at tick-over is weak. This is
also the case if the engine seems to run fine for a few seconds, just to cut out the
moment after.
If the engine splutters when opening the throttle from tick-over or smokes badly,
the tick-over mixture is rich.
The idle mixing screw also goes into the side of the carb, either in front or at the
rear of the slide. If it sits in front of the slide, it adjusts the amount of air available
at tick-over. Screwing it in will therefore result in a rich mixture. If it sits behind the
slide, it is responsible for the amount of fuel and will work just the other way
round.
1/3 - 2/3
Atomiser
Jet needle
If you are not sure about the behaviour of your engine, do the following: Set the
engine to a quick tick-over (1300-1400 rpm). Now start setting the mixture screw
increasingly richer, until the engine starts to run significantly slower. Now turn
back the mixture screw for ¼ turn, and there you are. Connected to the function of
the mixture screw is the pilot jet. If no suitable setting can be achieved by
adjusting the screw, a different pilot jet has to be used. Here the setting is rather
simple: a larger jet will richen the mixture, a smaller one will weaken it. A good
set-up is found when your engine picks up revs easily from tick-over and settles
back to an even idling pace afterwards. If the idling pace needs some time to
settle back of keeps revving erratically, this is again a sign for a weak mixture. If
it's reluctant to pick up revs or splutters, it's rich again.
After the setting is right, you can finally re-adjust tick-over speed, which will be
somewhere between 1000 and 2000 rpm, depending on your engine
components, eg. flywheel weight. After that, you can proceed with the next part of
the throttle range.
Mixture screw in front of slide
Mixture screw behind of slide
Mikuni, Dellorto VHS, PWK
Dellorto PHBH/L
screw inwards
Screw outwards
screw inwards
screw outwards
->
->
rich mixture
lean mixture
->
->
lean mixture
rich mixture
74
All articles are not for road use unless stated. For show only!
Call - +49 (0) 22 38 307 430
The cutaway
The cutaway of the slide has a decisive influence on how the engine responds to
the throttle. This works according to a simple rule: the larger the cutaway, the
smaller the depression which sucks fuel up into the atomiser, hence
a weaker mixture at acceleration. If the engine does not respond to
the throttle properly when pulling away, a weak or rich cutaway
setting can be the reason. If the engine coughs when opening the
throttle, the cutaway is too big and the engine runs weak. If it is
spluttering and slow taking up speed, the cutaway is too small and
the engine has to burn off the superfluous fuel before it can
accelerate properly.
Needle and atomiser
If the carburettor now responds well to the throttle in the first quarter of
the throttle range, it is time to think about the needle and the atomiser.
Those two parts always work in conjunction and limit fuel flow from the
main jet to the carb venturi at mid-throttle openings. This is because the
engine does not need all the fuel the main jet could deliver if the carb is not
completely open. You could say that together they work as a variable jet. This
amount of fuel is determined by the circular gap between the needle and the
atomiser. As the needle has always the same thickness in its cylindrical part, the
size of the gap is varied by different diameters of atomiser tubes. A larger atomiser
will produce a richer mixture, as more fuel can flow through the gap. This is
especially crucial with Dell'Orto carbs, which you could theoretically run without a
main jet. As the engine will need more and more fuel the more the throttle is opened
up, the needle has a conical part as well, which will allow for a steady increase of
fuel delivered. The needles are available with different shapes of these cones, so
that you can adjust the amount of fuel available at every stage of throttle opening.
The general principle however is always the same: the larger the gap between the
needle and the atomiser tube, the richer the setting.
So if the engine is not running well in the mid-range of throttle opening, you can
both alter the size of the atomiser and the shape of the needle for adjustment. Also,
there are (often four) locating grooves for the circlip, which holds the needle in the
slide. By changing the circlip position, you can raise or lower the needle, which will
alter the range of the cone of the needle (the higher the clip, the weaker the mixture
and vice-versa). If this doesn't help, different shaped needles or other atomisers are
needed.
Inner life of the carb
Finding the right combination of needle and atomiser is probably the most
complicated part of setting the carburetion. It also is the most crucial one, as the
setting will influence the way the engine behaves where it is used most of the time.
However this is normally the case only with Dell'Orto carbs as the areas of the
different setting components of the carb overlap slightly (also see: Dell'Orto
carburettor spares and accessories). In any case, getting the midrange setting right
on a Dell'Orto carb will require a lot of effort, as there is nearly an infinite number of
possible combinations. Keihin, Mikuni and Koso are much easier and quicker to set
up here.
To start with, you can try just altering the clip setting of the needle. If you raise the
needle by using a lower clip setting, this will give a richer mixture and vice versa. If
you find that this is not sufficient, you will have to change the needle or atomiser.
Atomiser
Needle & atomiser
Too weak?
If you can accelerate well when opening the throttle, but suddenly loose power
between 1/3 to 2/3 of the throttle range, the setting is weak.
Too rich?
If the engine is spluttering with the throttle opened in this area, the setting is rich.
Rule of thumb
As a rule of thumb, you should use a smaller diameter atomiser if the needle is in
the lowest setting (clip in highest slot), while you should use a larger diameter
atomiser when the needle is in it’s highest setting (circlip in lowest position).
Main jet
Pilot jet
All articles are not for road use unless stated. For show only!
Main jet
If the setting is alright up to ¾ of the throttle opening, you can finally select the
main jet. This is a rather easy pick. You should use a long straight piece of road,
then choose a main jet which will be too big in any case, so that the engine is
spluttering (four-stroking) at high revs. Then you gradually select smaller jets until
the engine responds well. This is rather easy to do if you always use the same
stretch of road.
The jet you will end up with using this method is still rather
rich and will provide a good safety margin to avoid a
lean mixture. Care should be taken when using the
motorway for the first time. If the main jet is too
small by just a few numbers, all will be fine on
shorter stretches of road. After a few miles however,
heat will start to build up gradually, so that heat
seizures can occur after four or five miles. Remember
that there is only a narrow margin between a lean and a
rich setting and that it's always better to be on the safe
side.
If you have a engine that is constantly pinking and
overheating and can't be set up properly with the main jet,
have a look at other components like the compression ratio,
the ignition or the cooling capacity of the flywheel.
Too weak?
If you pull the choke and the engine runs better then, the setting is
weak. Also if the engine accelerates when closing the throttle a little
bit, this is a clear sign of a weak setting.
Too rich?
If on the other hand, the engine starts to splutter badly when pulling the choke, it
is rather rich.
75
Gearbox
78
Gearbox & Clutch
Call - +49 (0) 22 38 307 430
Gearbox and clutch
A typical weak spot of many highly tuned Lambrettas is the clutch. Before
considering any upgrade here, it may be worthwhile
considering that the torque which is directed to the clutch
depends on the primary gearing ratio. This can be altered by
changing the front and rear sprockets of the scooter. A 19/46
ratio is a good combination of front sprocket diameter and
torque reduction at the clutch, as a larger front sprocket
will reduce the stress of the clutch significantly. The
DL/GP 125 or 200 gearbox will give a suitable
overall gearing with this set-up. The favourite
gearbox for the peaky engines of highly tuned
Lambrettas is the Close Ratio box. The spacing of the
first three gears is closer here, so that the revs don't
drop too much when changing gears. Unfortunately this
gearbox was produced in two different versions, the
better one (with wider, stronger gears) was only used
in the Silver and Golden Special models and is quite
hard to find nowadays. Only this is capable of
enduring the power of highly tuned TS1 engines,
while all other Close Ratio gearboxes wear quickly if
the engine reaches 25 hp or more. For relaxed
touring use, the TV 175/ SX 200/ Jet 200 gearbox is
recommended, which is much taller than any other Lambretta box and very good for
a low-revving engine with a lot of torque. Especially fourth gear of the SX box is
very tall, so that peaky engines tend to struggle with the a large gap from third. The
Indian Stage 4 cylinders are ideal here, as they have enough pulling power to
bridge this gap easily, while TS1 engines often end up burbling along without ever
reaching their powerband. Finally, the LI 150 gearbox has turned out a very good
allrounder. Our hit list of Lambretta gearboxes therefore is as follows:
1. Li 150 S Pacemaker and Close Ratio
2. Li 150
3. SX 200 and TV 175
4. GP/DL 125 / 200 and LI 125 S
5. LI 125
et
4S-Sprock
39.-
A good allround gearbox is the one of the Li 150.
Rear Sprockets (for 4-plate clutches)
46 teeth
47 teeth
8020046
8020047
39,00 €
39,00 €
Rear sprockets Race (for 4- and 5-plate clutches)
46 teeth
47 teeth
Front sprockets
rockets
Racing Sp 90
69.
15 teeth
16 teeth
17 teeth
18 teeth
19 teeth
8020046R
8020047R
69,90 €
69,90 €
8020015
8020016
8020017
8020018
8020019
14,90 €
19,90 €
19,90 €
14,90 €
19,90 €
Chains
We offer two different qualities of chains. The usual Italian quality and high quality
items made in Germany. These IWIS chains are superb and withstand even
toughest race use.
IWIS chain 80 links
IWIS chain 81 links
IWIS chain 82 links
Chain 80 links
Chain 82 links
ockets
Front Spr 90
from
14.
HQ-chains
from
39.-
8020080
8020081
8020082
8020088
8020089
39,00 €
39,00 €
39,00 €
25,00 €
25,00 €
79
Gearbox & Clutch
Choosing the right gearbox is in fact similar to setting the carb: the ideal set-up can
just be found by trail and error. Contrary to the jetting however, there is not only one
single correct setting, the gearing rather depends on personal preferences and the
intended use of your engine. With the gearing too low, the engine will reach high revs
but will run out of steam without reaching its optimum top-speed. With the gearing too
tall, there will not be enough torque to pull the top gear. The ideal set-up is easy to find
by altering the front and rear sprockets of the primary drive, which allows for a
multitude of different ratios.
When rebuilding the gearbox, we recommend changing ALL bearings and using a
stronger gear selector spring. This will prevent jumping out of gear when accelerating
on highly tuned engines. The gearchange will feel a little stiff at first, but after a little
while it really works excellent. Also the gearbox shim on top of first gear should be
checked and replaced if necessary. This is also the case if the play of the gearbox is
not correct, which can only be checked with the gearbox end plate and the rear hub in
place. The gap between gearbox shim and end plate should be between 0,07 to 0.3
mm. The gearbox shim can be used to adjust this, as it is available in different sizes
from 1,4 to 2,8 mm.
When assembling the gearbox, the gears are fitted as follows:
4th gear (smallest) goes in first with the embossed side facing upwards
3rd and 2nd gear embossed side facing downwards
1st gear kickstart teething facing upwards the top.
Gearbox shims
If the chain rubs on the gearbox endplate, the shim under the rear sprocket must be
changed. This is available in 0,8 to 1,6 mm thickness.
The clutch stays the forces much better the larger the front sprocket is. For the rear
sprocket, only “GP” versions should be used as these are cast in one piece instead of
riveted together like the LI, TV and SX versions, which will cause problems sooner or
later. The threads for the gearbox end plate studs should all be in top condition, and
the correct flat nuts should be used. These must be tightened to the correct torque
(11.8-14 Nm), moving clockwise and starting from top left.
Chain guides
The original chain guides are a little weak and prone to cracking. An uprated upper
chain guide should always be used, even on a standard engine, as otherwise the
chain will sooner or later start chewing the original item. With the alloy upper chain
guide you can choose whether you want to retain the lower guide or not, we
recommend keeping it on touring engines which are not serviced too often. When
using the Quick Slip guide, abandoning the lower chain guide is recommended. We
have had no problems at all with this item and have noticed hardly any wear of the
guiding surface. With both guides we recommend using the retaining plate and tab
washer as standard, as this will level out pressure.
Alloy chain guide S4
Quick slip chain guide
Lower chain guide, standard
Upper chain guide, standard
Chain guide spare parts
Tab washer
Retaining plate
Retaining plate, studs & nyloc nuts
Bolt M6 x 15
Bolt M6 x 25
Stud M6 x 25
Nyloc nut
8020000
8030014
8003320
8003310
24,90 €
12,90 €
10,00 €
10,00 €
8003300
8899001
8899000
8003290
9901067
8001120
9901061
1,00 €
2,90 €
3,90 €
0,30 €
0,30 €
0,75 €
0,30 €
0,07mm up to 0,3mm
1,4mm
1,8mm
2,0mm
2,1mm
2,2mm
2,3mm
2,4mm
2,5mm
2,6mm
2,7mm
2,8mm
8004184
8004192
8004185
8004186
8004181
8004187
8004182
8004188
8004183
8004189
8004193
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
Alloy S4
90
24.
Quick Slip
90
12.
80
All articles are not for road use unless stated otherwise!
Gearbox & clutch
Call - +49 (0) 22 38 307 430
Gear ratios
Gearbox
Close Ratio
Gear
1
2
3
4
Teeth
11/50
13/41
16/39
18/36
15/47
14,24
9,88
7,64
6,26
12,56
15/46
13,92
9,63
7,46
6,12
12,86
16/47
13,77
9,26
7,17
5,88
13,39
16/46
13,10
9,07
7,02
5,76
13,66
17/47
12,56
8,69
6,73
5,52
14,26
17/46
12,33
8,53
6,61
5,42
14,53
18/47
11,87
8,22
6,36
5,22
15,09
18/46
11,60
8,03
6,22
5,10
15,44
19/47
11,24
7,78
6,02
4,94
15,94
19/46
11,01
7,62
5,90
4,84
16,27
1
2
3
4
10/50
12/42
15/39
18/36
15,66
10,96
8,14
6,26
12,58
15,30
10,71
7,96
6,12
12,86
14,70
10,29
7,64
5,88
13,39
14,40
10,08
7,49
5,76
13,66
13,80
9,66
7,18
5,52
14,26
13,55
9,49
7,05
5,42
14,60
13,05
9,13
6,79
5,22
15,09
12,75
8,93
6,63
5,10
15,44
12,35
8,65
6,42
4,94
15,92
12,10
8,47
6,29
4,84
16,27
1
2
3
4
9/51
12/42
16/39
19/35
17,71
10,96
7,64
5,76
13,66
17,32
10,71
7,47
5,63
13,98
16,64
10,29
7,14
5,41
14,54
16,30
10,08
7,03
5,30
14,85
15,62
9,66
6,74
5,08
15,50
15,34
9,49
6,61
4,99
15,77
14,77
9,14
6,37
4,80
16,40
14,43
8,96
6,22
4,70
16,75
13,98
8,64
6,02
4,54
17,33
13,69
8,47
5,90
4,45
17,68
1
2
3
4
10/50
12/42
15/39
19/35
15,65
10,96
8,14
5,76
13,66
15,30
10,71
7,96
5,63
13,98
14,70
10,29
7,64
5,41
14,54
14,40
10,08
7,49
5,30
14,84
13,80
9,60
7,18
5,08
15,50
13,55
9,49
7,05
4,99
15,77
13,05
9,14
6,79
4,80
16,40
12,75
8,96
6,63
4,70
16,75
12,35
8,64
6,42
4,54
17,33
12,10
8,47
6,29
4,45
17,68
1
2
3
4
11/50
13/41
17/39
19/35
14,24
9,86
7,16
5,76
13,66
13,92
9,64
7,00
5,63
13,98
13,38
9,26
6,73
5,41
14,54
13,10
9,07
6,60
5,30
14,85
12,56
8,69
6 ,32
5,08
15,50
12,33
8,54
6,20
4,99
15,77
11,86
8,22
5,98
4,80
16,40
11,60
8,03
5,84
4,70
16,75
11,24
7,78
5,65
4,54
17,33
11,01
7,62
5,54
4,45
17,68
1
2
3
4
11/50
14/41
17/37
20/34
14,24
9,17
6,82
5,32
14,80
13,92
8,97
6,67
5,20
15,14
13,38
8,61
6,41
5,00
15,74
13,10
8,44
6,28
4,90
16,06
12,56
8,07
6,02
4,69
16,78
12,33
7,94
5,91
4,61
17,07
11,86
7,65
5,69
4,44
17,73
11,60
7,47
5,56
4,34
18,14
11,24
7,24
5,38
4,20
18,72
11,01
7,09
5,27
4,11
19,15
1
2
3
4
12/49
14/40
18/37
21/33
12,77
8,95
6,45
4,91
16,03
12,48
8,75
6,30
4,80
16,40
11,99
8,41
6,06
4,61
17,07
11,75
8,24
5,93
4,52
17,40
11,26
7,90
5,69
4,33
18,17
11,06
7,75
5,58
4,25
18,52
10,65
7,46
5,38
4,10
19,20
10,40
7,29
5,23
4,00
19,68
10,07
7,06
5,08
3,88
20,28
9,87
6,92
4,98
3,79
20,76
1
2
3
4
kph per 1000 U/min
13/47
15/39
19/36
22/32
11,33
8,15
5,94
4,56
17,38
11,09
7,97
5,81
4,46
17,75
10,62
7,64
5,57
4,27
18,52
10,39
7,48
5,45
4,18
18,94
10,00
7,19
5,24
4,02
19,68
9,78
7,04
5,13
3,94
20,11
9,44
6,79
4,95
3,80
20,84
9,24
6,64
4,84
3,72
21,30
8,94
6,43
4,69
3,60
21,99
8,75
6,29
4,59
3,52
22,48
kph per 1000U/min
125LIS
GP/DL 125
GP/DL 200
kph per 1000U/min
LI 125
Serie 1, 2 &
Early Series 3
kph per 1000 U/min
SX 150
GP/DL 150
kph per 1000 U/min
LI 150 S
Pacemaker
LI 125 Series 3
Frame No.> 94018
kph per 1000 U/min
LI 150
kph per 1000 U/min
TV 175
SX 200
Jet 200
kph per 1000 U/min
GT 200
TV 200
The overall gearing of any Lambretta can be altered simply by changing the
sprockets without having to change the gearbox itself. The choice of a suitable
gearing depends on the torque produced by the engine and the rev range where it
produces peak performance. With highly tuned engines, torque is usually rather low
which is why they often struggle to pull tall gearings a shorter gearing ratio should
be chosen so that the bike reaches its optimum rev range even in 4th gear. The table
gives an overview of gearing ratios for LI Series Lambrettas. If your own ratio is not
listed, you will find a gearbox calculator on our website which will help you work out
any other gearing. As the exhaust determines the rev range of the engine to a great
deal, it also influences gearing. Also differently sized tyres can be used for any fine
tuning here. For a TS1 engine, we recommend the following overall-ratios for the
tuning exhausts:
different
AF NK
Fresco
Taffspeed
PM Tuning
DevTour (MB)
Kegra
JL Road
Scorpion
5,2
4,8
4.5 - 4.7
5.1 - 5.3
4.8 - 5.2
5,2
4,6
4.9 - 5.2
This is how you work out the correct ratio: If you are
using a LI 150 gearbox, you will have to use a primary gearing
of 16/47 to get an overall ratio of 5,0 in fourth gear. 8000 rpm will then
equal a speed of 126 kph.
All Lambrettas originally use a primary ratio of 15/46 (apart from DL/GP 200 =
18/47) and a chain with 80 links (DL/GP = 82). Depending on the desired gearing,
you will also have to use a chain of suitable length:
80 links chain
80 links chain stretched
81 links chain
82 links chain
:
:
:
:
:
:
15/46
16/46 15/47
16/47 18/46 15/49 15/48 17/46
18/46 17/47 16/48 15/49
18/47 19/46 16/49 17/48
19/47 18/48 17/49 20/46
81
All articles are not for road use unless stated otherwise!
Gearbox & clutch
Clutch
The reliability of a Lambretta clutch very much depends on the quality of the clutch
plates used. We only offer Adige and Surflex plates, which, according to our
own experience, are the best quality available. A 4-plate clutch with
stronger springs is usually sufficient even for highly tuned TS1
engines. If you have such a powerful engine that the
4-plate clutch is not enough or it gets too hard to pull
in due to the stronger spring, the clutch can be
upgraded by using additional clutch plates. For the
normal everyday use, the 5-plate clutch will be the
only option, as for a 6-plate clutch all clutch
components and the kickstart shaft must be modified
and a spacer plate must be used on the chaincasecover.
To fit the 5-plate clutch, a modified rear sprocket is
needed. You can either use our race sprockets which
already have the necessary recesses, or modify your own.
The slots in the clutch basket must be grinded about 3 mm
deeper, the whole pack of clutch plates will then sit deeper
in the basket. Our Adige 5-plate clutch kit (part no 8020100)
contains one steel plate with its inner ears bent by 45
degrees. This should be the first steel plate fitted after the
first cork plate, so that the ears still lock up with the clutch
spider (inner bell). On some engines, also the final cork plate
must be modified to make sure that it cannot slip. Here the
outer lugs must be bent by about 30 degrees. The Sticky
manual gives a detailed illustration of how things should look like in the end.
Besides clutch plates, steel plates and the rear sprocket, there are other components
which influence the way the clutch works. The top steel plate is available in different
strengths to gain a little more room within the clutch basket:
Top steel plate, 2.5 mm thickness
Top steel plate, 3.0 mm thickness
8003080
8003081
S
Surflex -04
9
17.
4,90 €
4,90 €
Adige - 4S
Also, the complete pack of steel and cork plates may not be too thick, as the clutch
springs can only be compressed to a certain extent.
90
17.
Another important point is the correct routing of the clutch cable, which can greatly
ease the use of the clutch. Care should be taken that any curves are as smooth as
possible and that the cable is not squashed or stretched. You will find a drawing of the
genuine routing of the cables at Series 3 models on www.riminilabretacentre.com.
Finally, the gearbox oil should always be simple mineral oil. Any additives will always
compromise clutch life.
4-plate clutch plates
Surflex clutch plates
Adige/Ferodo clutch plates
Surflex XL (incl. steel plates and springs)
8003150
8003153
8003151
17,90 €
17,90 €
34,90 €
Adige - 5S
5-plate clutch plates
Adige/Newfren clutch plates
8020099
Adige/Newfren clutch plates (incl. steel plates) 8020100
30.-
19,00 €
30,00 €
Clutch springs
The higher peak performance of your engine is, the stronger the clutch springs should
be. These are the combintations we could recommend:
Taffspeed
9.-
1. mild road tune or large front sprocket: Taffspeed springs
2. medium road/race tune: Taffspeed springs with additional D.R. springs
3. powerful road/race engine:Taffspeed springs and AF centre spring
4. full scale race tune: 5-plate clutch
AF centre spring
Standard clutch spring (pc.)
Taffspeed clutch springs (set of 5 pcs)
D.R. Vespa clutch springs (set of 6 pcs)
8020005
8020002
8020003
1320020
7,00 €
1,00 €
9,00 €
4,00 €
Workshop tools
Clutch compressor
Clutch spring alignment tool
Rear sprocket holder
s
DR-spring
8099002
8099015
8099012
29,00 €
25,00 €
19,90 €
4.-
AF-centre
7.-
82
Rev counter
Call - +49 (0) 22 38 307 430
Rev-Counters
Rev-counters are ideal for race heads that are more interested in rpm than the
actual speed. They are also suited to ambitious tuners who can then calculate their
real top speed from the engine speed. You can easily look this up in our table on
page 80 where the speed in Km/h per 1000 rpm. In fourth gear is listed for each
gearbox and primary sprocket combination. With the rpm reading you can then
calculate the speed. If you want to now even more precisely, then enter your own
scooter's information into the following formula:
gue
Koso analo90
89.
U x N x 0,06 x A = V
V = Speed
U = Tyre circumference in meters
A = Final drive ratio
N = RPM
0,06 = Calculation factor for Km/h
The final drive ratio A is calculated by multiplying your primary drive ratio with your
secondary drive ratio. For a TV175 (front sprocket 15 teeth, crown wheel 46 teeth,
gear cog 33 teeth, mainshaft gear 21 teeth) the formula would look like this:
a
Koso digit0
l
A = (15 : 46) x (21 : 33)
A = 0,3261 x 0,6364
A = 0,20753
9
89.
The circumference U of a 3.50 x 10” tyre on 2.50 x 10” rims is 1360mm for a
Continental Zippy 1, 1350mm for a Michelin S1 and 1325mm for a Heidenau K61.
So, for a Series 3 TV 175, running a Heidenau K61 on the rear rims that reaches
8000 rpm:
V = 1,325 X 8000 x 0,06 x 0,20753
V = 131,98 km/h
Koso Analogue Rev-Counter
The Koso analogue rev-counter also boasts a integrated temperature guage. The
clear display scale gives an excellent overview up to 16,000 rpm. The digital
temperature display can be switched between celcius or farenheit readouts. A
temperature probe for water-cooled engines is included, for air-cooled engines you
need the Koso temperature probe. A very nice complement to your tuned engine,
helping you get maximum revs safely. 48mm diameter.
e
Koso-Prob
90
19.
Koso analogue
8060401
89,90 €
Koso Digital Rev-Counter
A multi function rev-counter on which both the LCD display and the rev-counter
it'self is self-sufficient and low on energy consumption working off a 3 volt (CR2032)
slim battery. The inductive rpm reader pick-up is simply attached to the HT lead.
Further functions are a programable alarm which can be set to be triggered at a
variety of revs, a stopwatch to measure engine running time, engine temperature
measurement in the range 50 to 110 º C and a programable alarm which can be set
to be triggered at a particular temperature. For air-cooled engine temperature
measurement you need the KOSO AC temperature probe.
Krober
209.-
Fitting instructions included. (Measures 82x45x25mm)
Koso digital
TNT180029
89,90 €
Koso AC Temperature Probe
Koso temperature probe for air-cooled engines with a 14mm spark plug. The probe
is simply fitted under the spark plug and then attached to the Koso instrument. You
should remove the washer that normally sits under the spark plug so that the plug
electrodes remain in the correct height in the combustion chamber.
Temperature Probe
TNT164041
19,90 €
Pitsch/Kröber Rev-Counter
An analogue rev-counter with a very useful operating range which measures up to
10,000 rpm. A high quality and easily read rev-counter. Justifiably reknowned for it's
extreme accuracy. It is delivered complete with the necessary fittings. Should be
fitted to minimise exposure to vibrations. Needs no additional power supply.
Kröber for Ducati ignitions
Kröber for Motoplat ignitions
8060400
8060404
209,00 €
209,00 €
Exhausts
From 300 €...
Free P&P to:
Austria, Netherlands, Belgium,
Luxembourg, Denmark
84
Tuning Expansion Pipes
Call - +49 (0) 22 38 307 430
Scorpion
Stainless
299.Scorpion
The Scorpion really combines the best of both worlds and works well on any
cylinder. It offers a lot of torque even at low revs and at the same time holds onto
power well to give a remarkable increase in top-speed. A very good exhaust for any
state of tune and a good choice if you intend to play with the set-up of your engine
in the future. Even more so, as the built quality and the materials used are up to the
highest standards. The Scorpion is entirely made from stainless steel, which will
survive even in the toughest conditions. It fits remarkably well, although the rear
running board needs to be modified on any full frame Lambretta. A very well working
and equally good looking exhaust which can be polished for a show-winning finish.
Scorpion, stainless steel
321LA201 299,00 €
PM 25 & 28
The PM has always been the choice of all those who want a little bit of everything.
The well thought-out design of the PM produces favourable results on all engines.
Lots of torque in conjunction with a comparable high power output are a treat to
ride. More than a very good allrounder which is simply fun to run, both on an Indian
Stage 4 as well as on a TS1. The PM really benefits with the combination of torque
and reasonable good midrange and top end power. The high quality and the nice
craftsman ship compliment the good overall picture.
r
Allrounde
349.PM
ight
Heavy we
PM 25, cast-iron barrels
PM 28, TS1 and Imola
8080000 349,00 €
8080100 349,00 €
Taffspeed MK4
399.-
Taffspeed MK4
Taffspeed's MK4 is a well working exhaust which is being continuously further
developed. The current MK4 version offers a remarkable increase in power, making
more than 21 hp even on a standard TS1 barrel. This power output is available
throughout a wide part of the rev-range, but very low down in the rev range. Thanks
to the massive torque output the Mk4 is capable to pull very tall gearings. Instead of
making a high top speed with ultra high revs it is achieved by a higher gear ratio.
Compared to the KRP2 it makes the power much more low down the rev range, but
with the taller gearing you will gain a similar top speed. The much lower revs make
Mk4 fitted engines top touring engines on which wear and tear is no problem.
Taffspeed Mk4 Series 1 & 2, cast iron barrels
8080045 399,00 €
MB Devtour
The stainless-steel Devtour is the momentary state of the art in exhaust
development at MRB. Its predecessor, the MB3, already produced very convincing
results with superb peak performance and a wide-spread powerband. The Devtour
has been improved in many details, which shows especially in the extremely sturdy
stainless-steel brackets and bolts the exhaust is mounted with. The exhaust is now
produced to MRB's designs at Scorpion, the UKs largest manufacturers of
exhausts, and the result of this cooperation is a tuning exhaust of superior quality.
There is enough clearance to all sides and spring-held slip-joints provide a 100%
tension-free fit. The exhaust protrudes a little further back than the numberplate, but
still gives a very clean look as neither floorboards nor side-panels need to be
modified to fit. Even six-plate clutches, shortened or raised cylinders can be used
without problems proof of the dedication to detail and quality at MRB. The pipes
have been tested extensively both on the dyno and on the road. The Devtour makes
peak power between 5500 to 8000 rpm, which means that even as a touring
exhaust it will produce a good top speed - with a 4.80 gearing in fourth gear, this
equals 90 to 130 kph. And there is enough torque available to open the throttle at 50
kph in forth gear and accelerate straight away without having to change back to
third. For cast iron barrels there is the Racetour exhaust available. The performance
output is very similar to the Devtour. But the Devtour is performing slightly better on
reed valve engines and the Revtour performing slightly better on piston ported
engines.
MB Devtour, stainless-steel for TS1, Imola
MB Revtour, stainless-steel for cast-iron barrels
Elastic
419.MB Devtour
MRB0537 419,00 €
MRB0539 419,00 €
JL Pipes
The JL KRP1 is the perfect exhaust pipe for all standard or semi-standard cylinders.
It has an even spread of power throughout the whole rev-range which allows for
gear changes at low revs. Compared to the Clubman you gain a reasonable
increase in power on a Stage 4 cylinder without a change of the powerband. Runs
also very well on the cylinder kits for the small block engines.
The JL KRP2 is a very revvy exhaust which is ideal if you want to reach for the limits
of a TS1 or Imola kit. Figures beyond the magic barrier of 10.000 rpm are not
unheard of. Not the perfect choice however if you want to go touring with a lot of
luggage, as the powerband is rather narrow.
JL KRP2
Speedy
299.-
The JL Road (also referred to as KRP3) is a copy of the old Taffspeed Road design
by Jim Lomas. It is also designed to produce power at low revs wich gives a relaxed
ride. The power delivery is slightly higher in the rev range compared to the Mk4.
Nevertheless the JL Road is a very good exhaust for touring and two up riding. Also
similar to the Taffspeed MK4, it can be used with a tall gearing for high touring
speeds at engine-saving revs, both on a cast-iron barrel or TS1. The built quality is
up to high standards giving an easy fit.
All JL pipes are delivered with an exhaust manifold for cast iron as well as for TS1.
JL KRP1, Series 3
JL KRP2
JL Road
JL Road CURLY black
JL Road CURLY unpainted
8080047
8080160
8080141
8080162
8080161
299,00 €
299,00 €
279,00 €
319,00 €
319,00 €
All in one
299.JL KRP3
KRP1
85
86
Call - +49 (0) 22 38 307 430
JL Race
Racing
299.-
JL KRP4
This exhaust is a copy of the
legendary Taffspeed
Race pipe. The
expression “race” is
taken seriously here
both in terms of noise
and power output. Built
quality is as good as
with any JL exhaust,
with plastic bushes
instead of the softer rubber
mounts. The steel of the body is slightly thinner than
usual, which results in a typical two-stroke race sound, despite the well
working silencer. Also, the thin material copes surprisingly well with the vibrations
produced by a highly tuned Lambretta.
The exhaust is an easy fit, but care has to be taken that the rear shock is up to the
task, especially with a heavy rider. Otherwise, ground-clearance can become a
problem. But the main focus of this exhaust is performance, and this is where the JL
Race is a league of its own. To many, the JL Race is not only the winner of an
exhaust test in a German Scooter magazine, but the best Lambretta tuning pipe at
all!
This is because the JL Race converts any tuned Lambretta into a full-scale race
bike, both on TS1 or cast-iron barrels. This is the pipe Pete Merchant won the
Group 4 championship with on a Honda 205 conversion. But also on the TS1 it
performs extremely well. As you can see from the graphs, not only it produces the
highest peak performance, but also the widest spread of power. More than one TS1
engine has entered the premier league of tuning by fitting this exhaust it's really a
monster. As Sticky put it in the Scootering TS1 exhaust test, this exhaust is perfect
for “general hooligan behaviour around town”.
Even more surprising is that it produces this sort of performance over a wide and
well useable part of the rev-range, even if this is shifted considerably higher than
usual. This is why the engine that is treated to this boost of power should be in top
condition. Also a correct setting of the carburettor and ignition is absolutely vital for
the survival of your engine.
In addition to the standard version, we also offer the JL KRP4 Race Curly. The
muffler is turned by 180 degree alongside the body, so that it is hidden under the
right rear running board. Power output is just the same as with the standard JL
Race, with a real explosion of horsepower in the upper regions of the rev-range.
Together with the semi-standard looks, this makes the JL Race Curly the ultimate
exhaust for any street-sleeper. The Curly is however not ideal for serious race
ambitions, as the muffler under the running board significantly reduces ground
clearance at the right-hand side.
Both versions of the JL KRP4 Race come with both the flanges for alloy and castiron cylinders.
JL-RACE- KRP4
JL-RACE- KRP4 Curly
8080143
8080145
299,00 €
329,00 €
y
Race Curl
329.JL KRP4 Curly
60s “Sports” Exhausts
Retro-racers are still en-vogue with many Lambretta owners. The 60s “sports”
exhausts take you right back to the time when a SX 200 was still available brand
new and a loud pipe was just the right thing to stand out from the crowd. Top
speed was not the ultimate rationale here, rather to be seen and heard of course.
This is exactly what the “Megaphone” exhausts were made for. We offer two
different but very good reproductions made by Casa Lambretta in the same quality
as their standard repros. A hard-wearing layer of paint, excellent fitting and no
baffle inside the box just like the old days. The Single Megaphone exhaust is
based on the standard exhaust of the Series III, while the Twin-Megaphone is
based on the Series II box. Both exhausts are used in conjunction with the
standard Series III downpipe. The 60s Twinpipe is not made by Casa
Lambretta, but produced to high standards nevertheless. It even
comes BSAU-stamped! Made along the lines of the exhaust
branded as “genuine sports silencer” in the 60s.
60ties Sport Exhausts
gaphone
Single Me
179.-
Single Megaphone (Casa Lambretta)
The Single Megaphone exhaust is based on the standard
Series III exhaust and is used with the standard downpipe.
The baffleless box is available in red or blue colour, the tailpipe is
always chromed.
blue/chrome
red/chrome
8007024
8007085
179,00 €
179,00 €
Twin - Megaphone (Casa Lambretta)
The body of the Twin Megaphone resembles the standard Series II exhaust.
However there are two chromed tailpipe protruding from the box and pointing
skywards at the rear of the engine casing. The baffleless exhausts are
manufactured by Casa Lambretta to their usual high standards.
blue/chrome
ret/chrome
gold/chrome
8007048
8007049
8007052
Sixties Twinpipe
179,00 €
179,00 €
179,00 €
You could have a look at this nice looking sports pipe within the ‘Genuine
Lambretta Accessories’ leaflets. The quality and the fitment are very good. The
performance is not as bad as stated in recent times. The meaty sound makes you
a big, fat grin to your face. Long tunnels and a nervous hand on the throttle are
perfect for that kind of amusement. Compared to a standard box this one is not
really a performance pipe but for sure there are style and sound points to gain.
black/chrome
8006999
129,00 €
aphone
Twin Meg
179.-
60’s Twin
129.-
87
88
Exhausts
Call - +49 (0) 22 38 307 430
Sito exhaust
If you are looking for a economically priced exhaust the Sito may be well worth a
look. These exhaust are aftermarket exhausts made by Sito one of Italy’s largest
producers of exhausts. The quality is far better than the stuff from India but not as
good as the stamped Casa ones. The delivery does not contain the U-bend.
3
Sito Serie
only
Serie 3 (125-200 ccm)
79.-
8006993
79,00 €
Casa Lambretta standard exhausts
Casa Serie
only
2
99.0
Casa SX20
only
89.-
In our opinion the Casa Lambretta exhaust range is the best choice for the
Lambretta conisseur. The quality is nearly as nice as the original Innocenti items.
We can offer the Casa as well for the Series 3 as for the Series 1 and 2. The DL
range had the exhaust of the SX 150 fitted. The tube hasn’t the Flower type end.
Instead it is pressed together. But the main advantage is that it is re-restricted. Wher
the U-bend goes into the exhaust box there is the mushroom missing. All other
scooters of the Series 3 (Li, LiS, SX and TV 175) shared the exhaust box with the
Flower type tube. This exhaust hasn’t the additional mounting point under the
engine casing. This mounting point was introduced with the SX 200 because of the
problems which occured with the GT 200 and caused many broken exhaust boxes.
The exhaust of the GT 200 was a unique design and only used on this particular
model. The mushroom is missing but the tube has the Flower type. This exhaust is
sadly not reproduced at the moment. Anyway this one and the SX150-DL one are
the most powerful standard exhaust boxes. As mentioned in the Lambretta Manual
of Performance, Tuning and Conversions (Art. Nr. 8099990). The deilvery does not
contain the U-bend.
Series 1 (125-150 cc), 2 (125-175cc)
Series 3 Li - LiS - TV 175 - SX 200
Series 3 SX 150 - DL 125 - 200
8006995
8006994
8007053
99,00 €
89,00 €
89,00 €
AF & KBA Clubman
Casa DL20
only
The Clubman exhaust is something like the wolf in sheep's clothing. It could also
had been listed on the pages with racing pipes. The power delivery of the Clubman
exhausts is quite impressive. With the 42 mm U-bend and the cone it works even on
ported cylinder kits with larger capacity. With the standard look it has becomen
something like the Touring exhaust. The noise level depends pretty much on the
diameter of the exhaust port in the cylinder. If it is rather wide opened the noisel
level can be a little bit annoying. But with a performance kit like the Mugellos or the
GT Kit the Clubman works even with a tiny 24 mm bgm PWK a treat. Fuel
consumption is not too excessive and the high top speed makes cruising problems
to an issue of the past. Even on TS 1 kitted scooters the Clubman exhausts can be
the first choice. The power output is far from a racing pipe but the power delivery is
very stable and there is a nice amount of torque available.
0
89.-
Clubman TS1 - silver
Clubman cast iron - silver
Clubman cast iron - black
Clubman cast iron - orange
S1
Clubman T
only
139.-
Clubman
only
99.-
8080081
8080080
8080082
8080083
139,00 €
99,00 €
99,00 €
99,00 €
Casa Lambretta Clubman
The latest exhaust of Casa Lambretta is a reproduction of an original Arthur Francis
Clubman of the Sixties. Als referred to as AF Clubman. In the glory days these were
standard exhaus boxes converted to a bigger U-bend diameter and fitted with a
cone on the exhaust box. There are two versions available the more original one
with a nicely shaped Megaphone tube and another one with the Flower type tube.
Except for the different shape they are the same. The diameter of the U-bend is 40
mm. The exhaust body is as well without the restriction mushroom but therefore
with the nice cone known from the earlier mentioned Performance and Tuning
Manual. Some tests with the Casa Lambretta Clubman showed that the engine revs
approx. 1000 rpm further and a great improvement on the torque output. The main
body is stamped IGM 2105 S and Casa Lambretta. The fitting and quality are
second to none. The delivery does contain the U-bend.
Clubman -Casa Lambretta- flower type
Clubman -Casa Lambretta- Megaphone
Casa
Clubman
90
149.
8007097 149,90 €
8007096 149,90 €
Exhausts
Exhaust spares and accessories
Downpipes
Downpipe Lambretta Series 3
Downpipe Lambretta Series 1 & 2
Downpipe PM28 for TS1 barrels
Exhaust stud TS1 M7x40
Exhaust stud Lambretta M7x30
Exhaust nut Lambretta M7 brass
Nyloc nut M7
Sealing compound (Firegum 140g)
Muffler repacking kit Polini
8006011
8006010
PM1009
20,00€
25,00€
99,00€
8006001
8006002
8006000
3,00€
2,50€
1,60€
PM
JL, Kegra (front)
JL, Kegra (rear)
Mounting rubber (Taffspeed, JL)
Plastic bush (JL Scorpion)
8006050
2900005
2900004
4,00€
4,60€
4,90€
Exhaust springs
8080142
8080144
8080141
25,00€
25,00€
25,00€
Brackets
Exhaust gaskets
Gasket Lambretta TS1
Gasket Lambretta BigBore
Gasket Lambretta standard
Exhaust clamps
Lambretta standard
Clubman, 43- 47mm, u-clamp
Expansion pipes, 48- 51mm, u-clamp
Exhaust flanges
TS1 (Taffspeed, Kegra)
TS1 (Scorpion)
Cast-iron barrels (Taffs, Kegra)
Exhaust paint
Spare parts and small items
Exhaust paint, 650°C, clear, 400ml
Exhaust paint, 650°C, silver, 400ml
Exhaust paint, 650°C, black, 400ml
3390010
3390005
3390001
8,90 €
8,90 €
8,90 €
PM Antirattle
PM standard
Standard
Polini 90°
(82mm)
(73mm)
(68mm)
(73mm)
Exhaust mufflers
PM alloy not BSAU stamped
PM carbon fibre not BSAU stamped
PM anodised gold not BSAU stamped
PM anodised red not BSAU stamped
End can JL alloy 73mm, unmarked
End cap JL
Exhaust can rivet NM. 0,5-6,4
8001461
8001460
8006003
9901071
8080032
8080016
1,70 €
0,90 €
0,70 €
0,30 €
5,90 €
12,90 €
8080010
8080050
8080051
8080071
9021017
33,00 €
26,00 €
10,00 €
2,90 €
4,50 €
8080040
8080044
8080031
8080034
4,90 €
4,90 €
2,50 €
1,90 €
8080300
8080305
8080304
8080301
7042020
7042021
4950066
89,00€
139,00€
99,00€
99,00€
5,00 €
10,00 €
0,30 €
one used on the test engine. Exhausts which produce an
even spread of power throughout the whole rev-range
apparently are well suited for the port timing of the engine
tested. These are the only ones which really can be judged
When it comes to building a well-working and powerful
realistically
on the basis of the engine used. An exhaust
engine, the choice of a suitable exhaust is of utmost
which produces very little power at low revs but then takes
importance. Exhaust tests will ever so often try to find the
off into oblivion indicates that the blow-down timing is
“best” exhaust available. However all they will come up
with is the best exhaust for the specific engine used on the already too long for this particular pipe. This means that for
each exhaust, determined by its individual design, there is
dyno. As the information about the engines used for the
a specific combination of port timings and the resulting
tests are quite superficial in most cases, it is very hard to
blow-down timing, which will be the best compromise of a
mirror a certain setup with one's own engine. However
widespread powerband and peak performance. To find out
comparisons between the exhausts can be made and the
whether an exhaust suits your individual engine and its
basic characteristics of the exhausts can be identified:
high-revving or bottom-end power. Exhausts which create a timings is certainly not an easy task. Using the various
exhausts
test and the timing sheets of the different cylinder
lot of bottom-end grunt but have little over-rev capacity will
in general benefit from a longer blow-down timing than the kits as a guide however will provide a helpful basis.
Racing pipes
89
powered by
Blues SC Racing Team
The Munich Blues SC is part of the international Blues family and since 2004 runs a
racing team in the European Scooter Challenge race series. The team consists of
three active members at the moment, the greatest success so far was Klaus
Düring's third overall place in Group 1 of the ESC 2006.
powered by SCOOTER CENTER
Co-sponsors: Castrol, Continental, bgm
Klaus
Scooter: Group 1
Vespa PK50
Cylinder: 121cc Malossi direct induction
Carb: Mikuni TMX 30
Exhaust: VSP
Scooter: Group 4:
Lambretta GP 200
Cylinder: TS 1 225cc
Carb: bgm PWK30
Exhaust: JL Taffspeed Race
Despite using a rather underpowered scooter in Group 1 up to 125cc last year, he
still managed to secure the third place of the championship. In 2006, his aims reach
even further: on the one hand he wants to tackle Group 1 with an all-new (and more
competitive) scooter. And in addition he also is listed for the Group from 205 to
299cc with his TS 1 225 Lambretta, where he is dedicated to give the competition a
good run for their money.
Brigitta
Scooter: Group 1
Vespa PK50
Cylinder: 121cc Pinasco
Carb: Mikuni TM24
Exhaust: LeoVinci SecSys
She had a first encounter with scooter racing during the
training in Deggendorf 2005, this year is her first full
season. She has taken over Klaus' Group 1 racer from
last year and now wants to prove that she's a tough girl
not only on long tours but also on the track.
Harry
Scooter: Group 3
Vespa Rally 180
Engine: P 150
Cylinder: 177cc Polini & 60mil crank
Exhaust: Kegra Racing
Fork: Vespa PK XL
Harry is also dubbed “the Austrian Racing Pig”.
The Austrians are well-known for being fast guys, both
on the track and at the bar, so that Harry is undoubtedly
all the grid-girls' darling. He was formerly working for the
well-known Austrian scooter shop Stoffi's Garage and is
a founding member of the famous Schenkellecker SC. Last year he was having a
hard time because of several technical problems and a few crashes. But this year a
new game is on. Harry again uses a Rally in Group 3 up to 204 cc.
Chassis
24h a day... www.SCOOTER-CENTER.com
Pure passion!
92
Chassis
Call - +49 (0) 22 38 307 430
12
R
o
r
P
m
g
b
199.-
Chassis
Compared to many other scooters, the well-balanced chassis layout of the
Lambretta with its low centre of gravity is a real winner. To make the best of this
advantage, it is a wise move to give the chassis components a thorough overhaul
before thinking about tuning the engine. Especially the front forks need a closer look
if you want the scooter to handle as good as possible. A good guide to all the
necessary work involved is Sticky's Lambretta Manual (see books: pt. no. 8100061).
Our recommendation for the front end is to use single stops with uprated springs
and additional dampers.
Rear shock absorber bgm R12 Pro
The bgm R12 Pro is an ultimate high-end shock absorber for the Lambretta scooter.
Build quality, materials, functionality and finish are all first class, instantly
recognizable in the precision CNC machined body.
With the bgm shock absorber you can adjust both the spring preload and the damping action. The eye to eye length of the unit
is approximatly 295mm, exactly between Series 1/2 and
Series 3 length. Experience has shown this to be optimal
for road use on a Series 3. Because the rear is slightly
higher there is more weight on the front-end. In
combination with up-rated fork springs, correct fittings
and front dampers you can breeze through corners like
never before. What is more, this suspension really standsup under heavy braking. Importantly we have not
experienced any clearence issues with either MB or AF inlet
manifolds, even with a packing plate there is ample space.
The damping action has 12 adjustable settings. Adjustment is carried out with the
tool supplied, and thanks to the precision finish can easily be done by hand. During
compression the oil bleeds into the adjustable reservoir from the piston. The fluidity
of the oil, and with it the the damping effect, is regulated via a valve. The flow rate of
the oil during compression and de-compression can be accuratly adjusted over 12
settings to perfectly suit individual riders preferences.
The rear spring must burden the whole weight of the scooter. This makes it an
essential component. On the stand the scooter uses approximatly 30 of the
suspension travel. There are various ways to give the suspenson more pre-load. A
harder spring is one way, however an over hard spring will not always compress
when you want it to. So if you vary the load you carry or don’t fancy changing
springs for every occasion, choose an adjustable spring. With this you can adjust
the spring pre-load to suit every occasion. The pre-load adjustment on the bgm R12
Pro is virtually infinite and can be fine tuned to the last mm.
In order to get an idea of the ideal pre-set for your set-up, try the following: 1st
measure the difference between laden weight height (Z2) and unladen weight
height (Z1) . The best point of reference is the end of the frame loop. To measure
Z2, measure the distance between the end of the frame and the ground. To
measure Z1 you need a helping-hand: With the scooter on the stand the helper
should lean on the head-set so that the rear shocker spring is fully extended. The
difference between the two should be +/- 5mm for scooters. With a load of up-to 150
Kg, nothing needs to be altered from this setting. When the scooter is carrying a
passanger or heavy baggage, then extend the measured height by approx.
12,5mm.
The hook spanner is included with the delivery.
Lambretta Series 1-3 black spring - rate 180 lb
Lambretta Series 1-3 white spring - rate 230 lb
BGM7771
BGM7770
199,00 €
199,00 €
93
Chassis
Rear shocks
Rear Lambretta shocks are available in two different lengths, with the shocks of the
Series 1 & 2 models being 13 mm longer than the later Series 3 versions. You can
also fit the earlier examples to a Series 3 Lambretta to get a slightly improved ground
clearance. A trick that has been used on race scooters for a few decades now to give
exhausts and bodywork an easier life in race use. The additional ground clearance
however may cause problems on other ends, especially the inlet manifold on TS1
engines easily fauls the centre tube of the frame.
After Sebac had gone out of production, the choice of rear Lambretta shocks is even
more limited. The Indian Escort shock may not really look the part, however it is a
good example for well working and long-lasting parts being produced in India (similar
to the Stage 4 barrel or the rear brake drum).
A completely other thing is the Taffspeed shock, where both looks and quality are up to
the highest levels. Plus the Taffspeed is easy to adjust to the individual desires of any
rider and any kind of use. Spring preload can be adjusted by a C-spanner, while
damping can be set by a small lever at the back of the shock. To sum it up, the
Taffspeed shock leaves nothing to be desired - apart from a rise of your wages
perhaps.
A special case are the rear shocks of late Serveta models. These scooters had extrawide fittings for the shock. While the (excellent) Serveta shocks can not be fitted to
Italian or Indian scooters without major modifications, it is easy to use Escort or
Taffspeed shocks by simply adding a suitable quantity of washers.
Shock absorber Taffspeed Series 1 & 2
Shock absorber Series 1 & 2
Shock absorber Taffspeed Series 3
Shock absorber Series 3 Casa Lambretta
Shock absorber Escort Series 3
8030003
8007101
8030002
8007106
8007100
239,00 €
45,00 €
239,00 €
49,00 €
45,00 €
Front fork dampers
Lambrettas with no front dampers fitted as standard can be upgraded using our front
damper kits. These dampers are fitted to the forks by either welded or clamped
brackets. At the bottom end, the clamps are hooked into the fork links. All model
originally equipped with dampers (all TV, DL/GP 200 and SX 200) will of course not
need any additional brackets. Again late Serveta (Lince) models are an exception, as
these had 9mm studs to mount the dampers, so that the Indian or Italian dampers
cannot be fitted as standard.
We recommend the chromed dampers, which not only look the part but also work very
well, also when used in conjunction with the standard rear shock. The fork springs
however should be upgraded then. We are no longer offering the Kawasaki steering
dampers, as their damping rate has proved not suitable for the use on Lambretta
forks.
Front dampers chrome (complete with mounts)
Front dampers chrome (pair)
Front damper standard (one pc)
Front damper upper mounts, weld-on (pair)
Front damper mounting kit, clamp-on
Front damper lower mounts, clamp-on (pair)
8030011
8030004
8030005
8030013
8030012
8030010
2
Series 1 &0
9
46.
Taffspeed
239.Fully adjustable
Spring preload
Damping rate
79,00 €
55,00 €
27,00 €
9,00 €
24,90 €
9,00 €
rome
Escort Ch
Pair
55.-
Escort 90
One pc
24.
94
Chassis
Call - +49 (0) 22 38 307 430
gs
Fork sprin
from
10.-
Buffers and spares
Upper fork link buffer DL/GP
Upper fork link buffer LI/TV/SX
Lower fork link buffer DL/GP
Lower fork link buffer LI/TV/SX
Rear shock engine mount
Nut M16 x 1,5 (flat)
Fork link bolt M12 x 1,25 (one pc)
Wavy washer for fork link bolt (one pc)
Nut M12 x 1,25 (one pc)
Stud for front damper mount (one pc)
Speedo cable clamp
Speedo cable clamp stainless
Front axle overhaul kit (drum brake)
buffers
Fork link
from
2.-
(one pc)
(pair)
Fork spring accessories
Fork spring stop standard
Fork spring stop, double height MB type
Spring rod LI/TV/SX
Spring rod DL/GP
Spring rod ball
DL/GP
Fork link overhaul kit Series 1 & 2 with grease nipple
Fork link overhaul kit Series 3 without grease nipple
s
Spring rod
from
8.-
Fork springs
Standard
STO uprated
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
(one pc)
Workshop Tools
Fork spring compression tool
Silent block removing/fitting tool
8009660
8030006
8,00 €
29,00 €
8009650
8030007
8009761
8009760
8009880
8009774
8009775
2,50 €
4,60 €
13,00 €
10,00 €
2,50 €
9,00 €
7,90 €
8109790
8209800
8109800
8209791
8001020
9901160
8009780
9901123
9901120
8009750
8009860
5320069
8010191
2,00 €
4,00 €
2,00 €
4,00 €
9,90 €
0,90 €
2,50 €
0,20 €
0,80 €
3,00 €
3,00 €
7,90 €
15,00 €
8099004
8001094
29,00 €
49,00 €
kit
Overhaul 90
from
for 21,5c9m0
p.piece
9.
7.
Engine rubber mounts (silent blocks)
for 29cm90
p.piece
1 2.
Chromed90
p.piece
Racing
p.piece
90
17.
14.
Silent blocks are very important to hold the engine in the frame. Two different types
of silent blocks were used: the narrow version (21,5 cm engine bolt) on all Series 1
& 2 models and LI 125 and 150, and the wider version (29 cm engine bolt) on all LI
S, TV, SX and DL / GP models. The wider silent blocks are better absorbing engine
vibrations and therefore giving a much smoother ride, while the narrow ones, even if
less comfortable, provide a much better handling due to their harder rubber
compound.
Arthur Francis used improved rubber mounts on the righthand side of the engine at
their famous S-Type dealer specials. A second (shortened) silent block was welded
to the original one and used with a longer engine bolt. Innocenti have tried a lot of
different means to overcome engine vibrations over the years. They came to a
similar conclusion. The righthand silent block is closer to the central axis of the
crankshaft, a harder rubber compound was used here during the production run of
the DL 200. We have so called RACE silentblocks. They are also made of a harder
compound. We have had very good experiences with these RACE silent blocks and
recommend using them on both sides if you want to ride your Lambretta fast.
We highly recommend using the special engine mount removal / fitting tool to fit or
dismantle the engine blocks. Also to apply some heat to the engine and cool down
new mounts can be of advantage. The silent blocks are a very tight fit in the casing,
and a cracked engine case may be the result if brute force is applied here. Also a
dab of grease might be helpful!
Narrow engine mount for 21,5 cm engine bolt
Wide engine mount for 29 cm engine bolt
Chromed engine mount for 29 cm engine bolt
Race engine mount for 29 cm engine bolt
Silent block accessories
Engine bolt, 21,5 cm
Engine bolt, 29 cm
Nyloc nut M16 x 1,5
Washer M16
(one pc)
(one pc)
(one pc)
(one pc)
8001091
8001090
8001092
8001093
9,90 €
12,90 €
14,90 €
17,90 €
8001540
8001541
9901161
8001560
9,90 €
9,90 €
1,30 €
0,50 €
Chassis
95
Silent block overhaul in ten steps
Besides the new silent
blocks, you will need the
following tools for the job:
Two 24 mm open-ended or
ring spanners, a blow torch
and the silent block tool.
Including warming-up the
casings, the whole affair
should be done within 20
minutes.
First you apply some heat to
the engine casing using the
blow torch. Take care not to
burn the old rubber mounts,
as these will smell terrible.
Once the engine has been
warmed up sufficiently, you
can fit the tool. If the engine is
not warm enough, removal of
the block will prove very
difficult. In this case simply
heat again.
For the removal of the block,
the tool is fitted as shown.
The bolt (3,5 x 3,5 cm) is
used to pull out the silent
block from the inside.
The two 24 mm spanners are
used to turn the nut and hold
the bolt. If the engine casing
has been warmed up
thoroughly, this should be an
easy job to do.
You will finally hear the
engine mount leave his
seating. Take care not to
burn yourself with the hot
silent block.
This is what the engine looks
like without the silent block.
To fit the new one, the engine
should be heated up again.
If the casing is warm enough,
Fit the tool with two matching
washers.
A little bit of grease or copper
paste will make the job easier.
Now use the two 24 mm
spanners again…
… and pull the new silent
block into the casing. If this is
suspiciously hard to do, use
the blow torch again to apply
more heat.
Job done: this is was the
ready mounted silent block
should look like. In this case
we have used the uprated
Race block.
96
Disc Brakes
Call - +49 (0) 22 38 307 430
Hydraulic Outboard Disc Brakes
cl.
Spiegler in
From
289.-
This is a complete out-board hydrahaulic disc brake system for the Lambretta. The
theory of brakes converted to hydraulic operation is that they provide a far better
braking action. Even the ordinary or even the reverse-pull original disc brake can
not compare to this braking efficiency. The package contains a modified brake drum,
brake disc, calliper, reserfoir and pump, the correct switch housing for your model
scooter with mounting for the cylinder and lever as well as a stainless braided hose.
The brake is available for direct installation to both models fitted with original drum
links or those with original disk links. Furthermore you can choose a brake system
with original 'Nissin' components or a cheaper option with reproduction components.
In all cases the hose has a braided steel sleeve ensuring system security and lifespan. An feature of the braided hose is very precise feel and consistent braking
performance. The feel and flexibility of the unit allows progressive brake application
according to how much you intend and how much pressure you apply to the lever. If
you do not want to forgot this significant safety feature but also do not want it to be
too visible, you can easily create a semi-hydraulically operated version. To achieve
this you need to install the hydrahaulic master cylinder from a Piaggio
Typhoon under the horn casting. The master cylinder is operated via
a conventional cable and with the original style switch/lever
housing. Please note that the latter set-up is not currently
approved under German TUV law and we therefore cannot
guarantee that it will be accepted and approved on a
German licensed machine. A word of warning: We advise
you to use this item only for display and custom show
purposes. We are importing this item from Asia. Because
of the product liability we are not selling this item for road,
race or similar use. It is only intended for display or custom
show purposes. Where you use it is your responsibility.
Outboard disc brake with original Nissin components
LiS, SX 150, DL 125-150
TV Series 3, SX 200, DL 200
LI Series 3
TV Series 1/2
Li Series 1/2
SIL GP with indicators
SIL GP without indicators*
5320064
5320064X
5320064S
5320064T
5320064L
5320064N
5320064R
359,00 €
359,00 €
359,00 €
359,00 €
359,00 €
359,00 €
359,00 €
5320084
5320084X
5320084S
5320084T
5320084L
5320084N
5320084R
289,00 €
289,00 €
289,00 €
289,00 €
289,00 €
289,00 €
289,00 €
FDB073
FDB073S
5900050
5900061
5900054
5900012
5320065
5320065S
16,90 €
23,90 €
60,00 €
8,90 €
8,90 €
0,50 €
99,00 €
99,00 €
* Light switch as TV, LiS, SX, Italian DL/GP
Outboard disc brake with reproduction components
LiS, SX 150, DL 125-150
TV Serie 3, SX 200, DL 200
LI Serie 3
TV Series 2
Li Series 1/2
SIL GP with indicators
SIL GP without indicators
* Light switch as TV, LiS, SX, Italian DL/GP
Spare parts for outboard disc brakes
Standard brake pads
Race brake pads
Spiegler - braided hose (with TÜV approval)
Spiegler hose 20º elbow
Spiegler hose 90º elbow
Fitting gaskets (each)
Reservoir/pump kit LIS, TV 3, SX, DL
Reservoir/pump kit LI 3
Acessories for outboard disc brakes
Light Switch TV-GP style (Black)
Light Switch TV-GP style (White)
Light Switch LI (Series 3)
35,00 €
8012180
8012181
25,00 €
29,00 €
8312180
Brake Fluid DOT 4
DOT4
90
3.
A fully synthetic fluid with a polycarbonate basis. Manufactured to
DOT 4 standard - not only for the first fill of a fully and semi
hydraulic operated systems, but also for all subsequent top-ups
and re-fills in order to ensure optimal breaking performance, it can
only be mixed with the same brand fluid. Brake fluid should be
replaced at-least on a yearly basis (best done at the beginning of
the season), so that you can rely on the system under all
circumstances. The regular change is essential as brake fluid
absorbs moisture which chnges it’s characteristics.
Brake Fluid DOT 4 (500 ml)
3600021
3,90 €
Disc Brakes
Brake Cylinders and Mountings
Grimeca
On top of the highly polished brake pump kit for series 3 Lambrettas with TV-DL
light switch units, we can offer you the MB Developments brake mounting. Although
this unit is not polished, it has the advantage of more secure fixing to the
hydrahaulic master cylinder through the bigger size of the second fixing bolt. The
Piaggio Typhoon master cylinder has the attractive characteristic of being perfectly
proportioned for semi-hydrahaulic set-ups. In this arrangement the cylinder is
attached to the horn bracket under the horncasting and is operated from the
handlebar lever via normal cable arrangement. The horn then needs to be moved to
a new location, eg under the front mudguard.
Fully Hydraulic Master Cylinders
Grimeca (can only be used with the MBD mounting)
AJP (can only be used with the MBD mounting)
NISSIN
NISSIN - REPRODUCTION
Semi-Hydraulic Master Cylinders
Grimeca TPH
Lightswitch Housing Mounts
MB (LIS, SX, TV3, GP, DL - Italian & Spanish handlebars)
LI Series 1 & 2 for NISSIN
TV Series 2 for NISSIN
LI Series 3 for NISSIN
LIS, SX, TV3, GP, DL for NISSIN
SIL GP with indicators for NISSIN
SIL GP without indicators for NISSIN
Nissin Brake Cylinder Kits
LIS, TV 3, SX, DL
LI 3
5900022
303733774
8030429
8030430
79,00 €
79,00 €
69,00 €
49,00 €
1271019
129,90 €
8030421
8030427
8030426
8030425
8030424
8030428
8030431
59,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
5320065
5320065S
99,00 €
99,00 €
79.-
AJP
79.Nissin - Kit
99.-
PH
Grimeca T90
129.
Brake Hose
These brake hoses do not only look good, but also provide major 1st level security.
The braiding is not only easily adapted to fittings and routing, but above all provides
for excellent pressure transmission by ensuring unrestricted and even fluid flow. To
ensure the optimum function of the hose ptfe is used as the lining and there are no
rubber components. This provides both resistance to kinking through turns in the
hose and also extreme pressure and burst resistance. The improvement is noticabe
above and beyond the properties of normal steel weave braiding. The combination
of materials in our hose gives unsurpassed resistance to the agressive properties of
brake fluid and and ability to deal with extreme peaks in brake system pressure. In
contrast to rubber lined hoses, these do not need to be changed on a yearly basis
and do not over flex, hence their popularity on the race circuit.
This special braid has been the foundation of many innovations in the scooter
world. This brings many advantages to the daily rider as well as the sports rider. A
major advantage when fitting and routing is the patented coupling and angling
system for all fittings. This permits pressure tested and secure routing of the hose
out of the handle bar, whatever the angle, with full availability of compatible fittings.
This is a complete innovation, avoiding the long-standing probability of a missaligned joint in the system leaking. This is now the only system that meets with the
strict German TUV approval laws. The modular banjos, angles and fittings ensure
fully correct alignment and function of the hydrahaulic system with no risk of
leakage.
Brake Hose without fittings
1400mm Spiegler - braided hose
500mm Spiegler - braided hose
Fittings
Parallel
20° angled
45° angled
90° angled
Direct fitting (M10x1,0)
Banjo bolt (M10x1,0 Steel - Grimeca, Brembo, AJP)
Banjo bolt (M10x1,0 Alloy - Grimeca, Brembo, AJP)
Banjo bolt (M10x1,25 Alloy - Nissin, Yamaha)
Gasket for fittings (each)
Brake Fluid DOT4 (500ml)
5900050
5900051
60,00 €
30,00 €
5900052
5900061
5900053
5900054
5900055
5900013
5900023
5900014
5900012
3600021
8,90 €
8,90 €
8,90 €
8,90 €
8,90 €
4,90 €
4,90 €
4,90 €
0,50 €
3,90 €
Spiegler
from
30.-
Banjo Bolt
90
4.
itting
Spiegler F
90
8.
97
98
Disc Brake
Call - +49 (0) 22 38 307 430
Standard Disc Brake
Probably the most important of the technical innovations introduced by Innocenti to
the scooter market was the disc brake. In fact Innocenti was the first manufacturer
to equip a mass-production two-wheeler with a disc brake.
The internal, mechanically operated floating disc was first fitted to the TV 175 Series
III. This was then continued with the subsequent top-of-the-range models TV 200,
SX 200 and DL 200. The demand has seen the prices of used genuine disc brakes
rocketing skywards, which has led to the production of a very good remake of the
DL200 disc brake. The difference to the TV and SX versions are that the holes in
the backplate are slightly smaller and that the grease nipples have been
discontinued something that can easily be re-installed by drilling a hole in the
backplate and then cutting a thread for the grease nipple.
Apart from the windows for the hub, everything you need for a complete conversion
is included in the kit. Also special disc brake fork links must be used which are also
available as reproductions again as DL-types only without grease nipples.
All our disc brakes are made in Italy they are no cheap pattern items from Asia.
Disc brake kit
Necessary accessories
Disc brake fork links
Disc brake windows Chrome (set)
White (set)
Spares for standard disc brake
Brake disc (drilled)
Brake pads
e
Disc Brak
359.-
8011061
359,00 €
8009895
8050082
8050038
79,90 €
11,90 €
7,90 €
8285209
8011120
39,00 €
14,90 €
Bleeding hydraulic brakes
Any maintenance work on the brake system is a task to be extremely cautious with.
Thorough preparation and careful working are absolutely vital as any failure of the
brakes can lead to severe consequences. If you are not perfectly certain about what
you are doing, take your scooter to a workshop and let a trained mechanic do the
work. Both if you have some experience in the mechanical side of things and have a
decent set of tools available, bleeding a brake is a rather easy task. The following
pictures are a brief guide about the necessary steps. To start with, there are a few
things you should know about hydraulic brakes.
There are several different kinds of brake fluid which are classified by the DOT
system. The right fluid for our needs is the one marked DOT4. Higher classified
brake fluids eg. DOT5.1 are silicone based and can NOT be mixed with 'normal'
DOT4 fluids. Also brake fluids are hygroscopic, i.e. they absorb moisture from air.
This is the reason why you should never leave a bottle of brake fluid open over a
longer period of time and also why brake fluid in your brake system should be
changed from time to time. Otherwise, the water in the brake system can start
to boil when the brakes get hot and the bubbles can lead to a complete failure
of your brakes. The same happens when the system is not bled thoroughly. If
there is air left in the hose or calliper, this will be compressed when the brake
lever is pulled in, without any force being applied to the brake pads. So we
have to get the remaining air out of the brake system. These are the tools
needed for the job:
- about 500ml fresh brake fluid (DOT4)
- a small open ended or ring spanner to fit the nut of the
bleeding nipple (8mm in most cases)
- about 30cms of clear hose to fit over the bleeding nipple
- a clear, empty glass or jar for the brake fluid
- a screwdriver to open the reservoir on the master
cylinder
Disc brake bleeding
99
Bleeding your hyraulic brakes in 10 easy steps
Firstly remove the cap of the brake
fluid reservoir on the master cylinder.
In most cases this is held in place by
two screws. As these screws are
often made from rather soft metal,
care should be taken to use a
screwdriver which fits the slots
perfectly.
The cap contains a rubber gasket
with an internal mould. This balances
the pressure at lower fluid levels and
keeps air and moisture from entering
the system. The gasket therefore
should always be in perfect condition.
If a brake is bled which has been in
use for some time, you can tell from
the colour of the fluid whether the
brake fluid has not been changed
recently. If the brake fluid is of a dark
brown colour, it should be changed.
The brake should be bled until clear,
fresh fluid exits from the bleed nipple
at the calliper.
Brake fluid is hygroscopic. Any
contact with the skin and especially
the eyes should be avoided. Also
brake fluid will destroy painted
surfaces. All vulnerable parts of the
bodywork should therefore be
covered before the bleeding is
started.
If a brake system is filled up for the
first time, not only the reservoir but
also the hose and calliper should be
filled as far as possible. The fluid will
be pumped through the system
when the actual bleeding begins.
A length of clear hose is fitted over
the bleeding nipple. The other end
must be dipped into a jar or bottle and
covered by brake fluid to prevent air
from re-entering the system.
Now you start bleeding. It is
important to do this in the right
sequence: Firstly, open the bleeding
nipple a half-turn. Double-check if
the end of the hose is still resting in
the bottle.
Then the brake lever is pulled in
completely and held in this position.
You will notice brake fluid entering the
hose together with a lot of bubbles.
Now close the bleeding nipple, so
that the fluid and bubbles cannot get
sucked back into the system.
Attention: it is only now that you can
release the brake lever.
This process is repeated several
times, until no bubbles of air are
visible any more in the fluid pumped
out of the calliper. If you now pull the
lever in with the bleeding nipple
closed, pressure should build up and
prevent the lever from touching the
handlebars. If the lever still feels
spongy, you will have to continue
bleeding. This can take more than
half an hour. Sometimes the brake
can only be fully bled if the calliper is
unscrewed and held in a higher
position than the fluid reservoir at the
handlebars.
Caution!
Brake fluid is extremely
hazardous to your health
and the environment. Used
brake fluid may not be
mixed with oil and should
be disposed of properly
according to applicable law.
100
Tires
Call - +49 (0) 22 38 307 430
Tires from A to Z
Ageing of Tyres: Tyres get older because of a natural process by which the rubber
gradually becomes brittle and therefore looses its elasticity and traction. A very slow
process which is slowed down even further by the use of special chemicals mixed
into the rubber. However, a tire that is older than six years will have only a fraction
of its original roadholding abilities. (see: Grip)
Air leaks: Any tire will leak air to a certain extend, as air molecules will dissipate
through the rubber even on brand new tires or tubes. This is why quality tubes have
an internal layer of Butyl, which is six times tighter than normal rubber. All our inner
tubes are treated this way. Still tire pressure should be checked regularly and
adjusted to the use of the scooter, e.g. when carrying heavy loads or riding on the
motorway at high speeds. Tire pressure should always be checked with cold tires.
Carcass: This is the basic construction of the tire, consisting of rubber-coated fibres
like Rayon or Nylon. It is the backbone of the tire and responsible for its stability.
Directional tires: some tire treads are constructed so that they can be used only in
one direction. This is especially important for the grip on wet roads and the
durability of the tires. The direction of the tire is indicated by an arrow on the
sidewall.
Load Index
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
150 kgs
155 kgs
160 kgs
165 kgs
170 kgs
175 kgs
180 kgs
185 kgs
190 kgs
195 kgs
200 kgs
206 kgs
212 kgs
218 kgs
224 kgs
230 kgs
236 kgs
243 kgs
250 kgs
257 kgs
265 kgs
272 kgs
280 kgs
290 kgs
300 kgs
307 kgs
315 kgs
Grip: is an expression from the racing world: it means capability of tires to “stick” to
the tarmac. This is achieved by soft rubber compounds and working temperatures
of up to 100 120 degree Celsius.
Markings: The sidewall lettering of a tire provides a lot on information. The easiest
part is the size of the tire, which is either given in inch or a metric system. The
lettering 3,50 x 10 means that the tire is three and a half inch wide (about 88,9 mm
in metric terms). Michelin states that a tire of this size can be up to 99 mm wide,
which shows that there is quite some variety involved. Modern size marking
however also stated the height of the tire (e.g. 120/90 x 10). Here the first figure
states the width of the tire in millimetres (120 mm), while the second indirectly
stated the height by the so-called aspect ratio. It is calculated by dividing the section
width by 100 and multiplying it with the aspect ratio. (In this example, the sidewall
will be 90% of 120 mm, i.e. 108 mm) To get the total diameter of the tire, this figure
must be take twice and added to the wheel-rim diameter. For a 10 inch wheel rim,
this means: 10 x 25,4 mm + 216 mm = 470 mm tire diameter. This is quite an
important figure, as it can be used to calculate the circumference of the tire, which
again is a vital part of any transmission calculation. The tire diameter is multiplied by
pi, giving 1476 mm circumference in our case.
You can use the circumference of the tire to work out your total transmission ratio
and fine-tune it by altering the tire sizes. However you should be aware that these
will only be approximate figures, as actual tire sizes may vary between the different
manufacturers.
Another important marking is the speed index. It is indicated by a letter.
Finally, there is the so-called load index:
The load rating (load index) indicates the maximum weight that each tire is able to
support. It is indicated by a number.
Another important thing about tires is the load index.
For example, a tire marked 120/90 x 10, 56J has a width of 120mm, an overall
diameter of 470 mm, a circumference of 1476 mm, a load capacity of 224kgs at a
safe top speed of 100kph. Most manufacturers will approve a higher speed index
than indicated if the load rating is reduced. This means that if you don't carry a
passenger, you can use the same tire up to a higher speed. Please note that
specific regulations may apply here in different countries, if in doubt, check with
your local road authorities.
Speed Index
J
K
L
M
N
P
100 km/h
110 km/h
120 km/h
130 km/h
140 km/h
150 km/h
101
Tires
Reinforced: is an additional marking for tires which have been uprated to carry higher loads at
higher pressure. They usually have stronger sidewalls so that they are less vulnerable to
impacts.
Tubes0
9
8.
Running in of tires: New tires have a very slick surface caused by the remainders of the
grease used to separate the tyres from their moulds. Care should be taken for the first 100
kilometres to give the tire enough time to bed in and get its optimum grip.
Valve caps: a very small part of the wheel but nevertheless of decisive importance. Valve
caps should always be used as they will increase safety in case of a valve failure: they will
stop dirt from entering the valve and prevent air from exiting.
Tubes
Tubes are the core of the wheel, therefore top quality should be your highest priority when
buying them. If you ever had a tire blow-out at high speeds, you will know what we mean. We
offer only tubes from high-quality manufacturers like Michelin, Continental, Schwalbe,
Heidenau or Pirelli. These tubes are made from genuine rubber, which will not split when
being punctured like its cheap synthetic counterparts. The danger of sudden blow-outs is
significantly reduced as the air cannot exit he tube so rapidly.
High quality tube 2,75 9
High quality tube 3.00 / 4.00 8
High quality tube 3.00 to 130/90 10
6000023
6000022
6000021
8,90 €
8,90 €
8,90 €
Wheel rims
The reproduction of the standard Innocenti wheel rim can also be used together with a
modern (usually wider) low section tire. Tire widths up to 110/80 are possible, even if the rim
may have to be spaced away from the engine by using washers in some cases.
The wide rims is 93 mm (3 inches) wide instead of the original 70 mm. It can be used with low
section tires of at least 100/90-10 size. Washers will have to be used to gain enough
clearance between tire and engine casings.
To get the classic look of custom or retro scooters, tires in 4.00-10 size can be used. (equal to
110/90-10 in metric dimensions). To fit tires of that dimension, the engine bump stop must be
modified or removed. The classic 1960s way of altering the overall transmission ratio through
an increase tire circumference.
Wheel rim standard, grey
Wheel rim standard, chromed
Wide rim, grey
Wide rim, chromed
8010540
8010542
8010541
8010543
Standard
wheel rim90
from
25.
25,90 €
32,90 €
46,90 €
56,90 €
Tubeless wheel rim
The great advantage of tubeless wheel-rims is that in case of a puncture the tire will
loose its pressure slowly and not suffer from a sudden blow-out. That this is advantageous
will be immediately apparent to anybody who has already had a puncture at high speeds. The
rim which is also available in stainless steel cannot be split, changing a tire therefore works
differently to the way this is done normally. You can either have the tire fitted in a workshop or
do it yourself however you should know how to handle tire fitting tools in this case. The wheel
rim is very true and much better quality than many current split rim reproductions. Care has to
be taken when fitting the rim to the hub: the thickness of the area around the stud holes is
about 1,1 mm less than standard. This may cause problems when using dome nuts. In this
case, additional washers or standard nuts should be used.
Tubeless wheel rim, grey
8010552
69,90 €
bgm compressor
This is the perfect companion on every scooter rally. Whether it's a flat tire or an air mattress
the compressor will get it in shape without any effort. It can be connected to the scooter's
battery, a cigarette lighter socket or a rectifier with DC lead. 12 V only.
Mini compressor
BGM8804
17,90 €
Tubeless 90
from
69.
or
Compress90
17.
102
Tires
Call - +49 (0) 22 38 307 430
Tires
Whether you ride a bike, scooter or any other two-wheeler, you will want to trust
your tires in any situation. Motorcycle tires have to fulfil the highest standards in
safety and production quality. The best manufacturers not only improve their tires
continuously, they actively strive for performance and safety.
K38
only
27.-
K50
only
27.-
K47
only
32.-
K58
from
32.-
Heidenau
The Heidenau brand is traditionally renowned for its competence and quality. Their
plant is up to the latest production standards which, combined with the experience
of 50 years of tire production, are a guarantee for top quality products.
Comprehensive quality controls throughout the whole production process make
sure that only products that really deserve the label “Made in Germany” will leave
the plant.
The Heidenau K38 tire has a traditional block tread, which looks good not only on a
restored Lambretta. It is a long lasting and safe handling tire with good grip both in
dry and wet conditions.
The Heidenau K50 sports a modern semi-slick tread and is a good choice for intown use. Riders of J and Lui Lambrettas find a good partner for pushing the limits
of these nippy scooters here.
The Heidenau K47 is a very good modern allrounder. This is a hard-wearing tire
with very good handling on any road conditions, wet and dry. The combination of all
these virtues made it the winner of the big Scootering News tire test.
The Heidenau K58 is still our favourite. Its all-season tread pattern provides
excellent road-holding abilities in any kind of weather especially the grip in the wet
is exceptional. The ideal tire if you want to use your Lambretta for more than just the
Sunday afternoon ride-out in the sunshine. As it is reinforced, it may also be used
on powerful scooters.
The Heidenau K61 Racer bears its name with a reason. With its semi-slick tread
and soft rubber compound, it simply glues to the tarmac in dry and warm weather
and offers a great safety margin. Stable at high speeds and still useable in the wet
a great sports tire. Also available reinforced.
The Racing Slick has been tested at speeds of more than 200 kph and loads of
200 kgs. But not only the extraordinary load capacities at high speeds, but also the
phenomenal grip makes this tire a favourite choice of many race riders. Ideal for
race use with low tire pressure. Not licensed for road use.
Heidenau K38
3.00 - 10
3.50 - 10
Heidenau K50
3.00 - 10
Heidenau K47
3.50 - 10
90/90 - 10
K61
from
32.-
k
Racing Slic
only
52.-
Heidenau K58
3.00 - 10
3.50 - 10
100/80 - 10
110/80 - 10
90/90 - 10
100/90 - 10
110/90 - 10
50J Reinf.
59J Reinf.
6300001
6300002
27,00 €
27,00 €
50J Reinf.
6300010
27,00 €
59J Reinf.
50J
6300015
6300017
32,00 €
32,00 €
Reinf.
59J Reinf.
58J Reinf.
63M
50J Reinf.
61J
66J
6300007
6300006
6000035
6000028
6300013
6000034
6000132
32,00 €
32,00 €
37,00 €
42,00 €
32,00 €
32,00 €
39,00 €
6300011
6300012
6000234
6000235
6000239
32,00 €
32,00 €
32,00 €
42,00 €
42,00 €
6300008
52,00 €
3390018
3390020
3390020
7,00 €
7,00 €
7,00 €
Heidenau K61 Racer
3.50 - 10
90/90 - 10
100/90 - 10
100/80 - 10
110/80 - 10
59J Reinf.
50J Reinf.
61M
58M
63M
Heidenau Racing Slick
3.50 - 10
(59J)
Tire marker pen
White marker pen
Yellow marker pen
Yellow marker pen
Tires
Continental
Continental is one of the big players in the tire business. The company owns
Uniroyal (Europe), Semperit, Gislaved, Viking and Barum.
The Continental Zippy 3 (K62) is a beautiful white-wall tire with a classic block
tread pattern that was taken over from the K62 motorcycle tire. It is suitable for allseason use and has a very high load rating.
The LB is the ultimate choice if you are looking for a tire for your 50s Lambretta. It is
one of the few tires that are available in 8 inch sizes and is produced with the same
tread pattern that was already fitted to the German NSU Lambrettas as standard. In
addition it offers very good grip in both wet and dry conditions, excellent directional
stability and easy handling characteristics.
Also the tread pattern of the Zippy1 was taken over from a motorcycle tire. The tried
and trusted directional tread design provides secure grip, even in bad weather
conditions. Still the wear resistant compound and deep tread pattern give excellent
mileage. Very good handling and precise steering characteristics.
The Continental Zippy3 features an open block tread pattern that gives excellent
grip, even in winter conditions. The up-to-date compound and construction methods
together with traditional tread design mean that classic scooter owners do not have
to put up with "classic" tyre performance. The tough tread compound delivers good
wear characteristics.
The Conti Twist is the latest sports tire from Continental. Its state-of-the-art
compound technology delivers high mileage along with outstanding levels of grip in
both wet and dry conditions. The sporty tread design provides easy handling and
smooth ride characteristics.
The Conti Navigator is the tire of your choice if you are using your scooter even at
adverse weather conditions. The new all-season scooter tyre marked with M&S
designation offers a new tread design and carcass construction, which give
supreme levels of grip in the cold and wet winter months due to its optimal water
dispersing abilities.
Continental LB
4.00 - 8
55J
Continental LB White-wall
3.50 - 8
4.00 - 8
56J
55J
Continental Zippy 3
3.00 - 10
3.50 - 10
6308001
32,00 €
6000068
6308002
47,00 €
49,00 €
6000056
6300009
25,00 €
32,00 €
Continental Zippy 3 (K62) White-wall
3.00 - 10
3.50 - 10
50J
59J
Continental Navigator
3.50 - 10
59J Reinf.
Continental Twist
3.50 - 10
100/80 - 10
59J
58M
Continental Zippy 1
3.00 - 10
3.50 - 10
100/80 - 10
110/80 - 10
90/90 - 10
100/90 - 10
50J Reinf.
59J Reinf.
52J
63J
50J
56J
6111112
6111111
49,00 €
49,00 €
6300014
29,00 €
CN240101
CN240104
32,00 €
32,00 €
6000055
6300003
6000066
6000064
6100004
6100003
29,00 €
32,00 €
37,00 €
42,00 €
29,00 €
32,00 €
LB
from
32.-
Zippy 3
from
25.-
2)
Zippy 3 (6
from
47.-
Navigator
only
29.-
Twist
only
32.-
Zippy 1
from
29.-
103
104
Tires
Call - +49 (0) 22 38 307 430
Schwalbe
ck
Power Sli
only
32.-
an
Weatherm
from
32.-
Schwalbe is also a long-established manufacturer, producing tires since 1901.
The Raceman tire is a modern semi-slick design for the ambitious rider. With its
reinforced carcass construction and the expensive Silica compound, the Raceman
provides both great grip and long-lasting performance. All Racemen come with 150
kph speed rating.
The Weatherman is Schwalbe's all-season tire. A special tread design and the use
of a Silica compound (DSC) offer superior grip on cold and wet road surfaces. Still
the tire performs well in summer conditions.
Schwalbe Power Slick
3.00 - 10
50J Reinf.
Schwalbe Weatherman
100/80 - 10
110/80 - 10
90/90 - 10
100/90 - 10
58P
61P
55P
61P
Schwalbe Raceman
3.50 - 10
100/80 - 10
110/80 - 10
90/90 - 10
100/90 - 10
59P
58P
61P
55P
61P
6000038
32,00 €
332540
336540
330540
334540
32,00 €
42,00 €
32,00 €
32,00 €
327541
332541
336541
330541
334541
32,00 €
32,00 €
42,00 €
32,00 €
32,00 €
Raceman
from
32.-
Michelin
ACS
only
27.-
Everybody knows him, even if only few know his name “Bibendum” the Michelin
man. For more than 110 years, Bibendum has been the symbol for tires of
extraordinary quality.
The ACS is a classic block tread tire, which is our first choice in this size and not
only because of the lack of competition.
The S83 looks good on any classic Lambretta, whether in 8 or 10 inch size. Cheap
to buy and durable to run, very good grip in the wet and a classic block tread design
these are the advantages of the S83.
The Michelin S1 is still a great sports tire and already a classic in itself. Its highperformance tread design guarantees superb grip and excellent high-speed
performance. The middle groove gives extra stability on the straight line, while the
soft compound provides great cornering abilities.
Michelin ACS
2.75 - 9
S83
from
27.-
Michelin S83
3.50 - 8
3.00 - 10
3.50 - 10
100/90 - 10
Michelin S1
3.50 - 10
90/90 - 10
S1
only
32.-
6000018
27,00 €
46J
50J Reinf.
51J Reinf.
56J
6000017
6000014
6000024
6000037
27,00 €
27,00 €
32,00 €
32,00 €
51J
50J
6000002
6000003
32,00 €
32,00 €
Tires
Sava
The Sava white-wall tires are better than the saying goes. The white carcass walls
suit classic scooters well, even with a modern tread design. However they might not
be the ideal tires for high-speed race use. The white colour tends to turn brown if
left exposed to the open sunlight for too long.
Sava Whitewall
3.00 - 8
3.50 - 8
4.00 - 8
3.00 - 10
3.50 - 10
100/80 - 10
110/80 - 10
42J
42J
51J
53L
53L
6111121
6111122
6111116
6111114
6111113
6000071
6000071
32,00 €
32,00 €
32,00 €
32,00 €
32,00 €
32,00 €
37,90 €
Import
Our Import tires are a very cheap but worthwhile offer. We can not say too much
about individual manufacturers, as these might vary from batch to batch. The tires
are up to the standards of the original equipment.
The tread pattern of the Import Street is designed along the lines of a well-known
sports tire.
Import Street
3.00 - 10
3.50 - 10
100/80 - 10
100/90 - 10
110/80 - 10
42J
51J
53J
56J
6000032
6400001
1010033
6400002
6000063
15,00 €
19,00 €
22,90 €
22,90 €
29,00 €
-8
Sava 3.50
only
32.-
-10
Sava 3.00
only
32.-
-10
Sava 3.50
only
32.-
80
Sava 100/ 90
only
27.
Street
from
15.-
105
Accessories
108
Seats
Call - +49 (0) 22 38 307 430
Seat covers
We only offer the best Italian quality seat covers. They are guaranteed to be
manufactured to the highest quality standards and a perfect fit. Besides the colours
the Lambrettas left the factory with originally, we can also supply the Casa
Lambretta seat covers in two very smart two-tone colour schemes cream-red or
cream-blue. You can add additional padding under the seat covers, so that you get
a very comfortable touring seat.
Seat cover DL / GP
Black
LI - SX- TV
only
69.-
Seat cover Li - SX - TV
Black
Red
Blue
Green
Cream - Red
Cream - Blue
Single seat cover LI - TV
Black
8040121
65,00 €
8040101
8040107
8040109
8040108
8040114
8040113
65,00 €
65,00 €
65,00 €
65,00 €
65,00 €
65,00 €
8040102
39,00 €
Seat frames
The superb reproduction of the Guiliari seat frame manufactured by Casa Lambretta
is another example for the excellent availability of spare parts for Lambrettas. The
frames fit Series 3, Indian and Spanish Lambrettas and also Series 1 and 2 models.
The seat catch is included. For those who prefer the relaxed look and feel of a
single saddle, we offer very good reproductions of saddle frames.
Frames
from
75.-
Li - SX -TV Typ - ‘Guiliari’
LI / SX / TV, Giuliari-type
DL / GP (Indian)
Single saddle (front)
Single saddle (rear)
8040117
8040117
5320055
8040118
8040119
149,00 €
149,00 €
99,00 €
75,00 €
75,00 €
Passenger handles
Very nice and excellent value for money the passenger handles made by Casa
Lambretta. They are a perfect match for the seat covers. Especially the TV Series 1
handle is a real highlight.
Black (TV Series 1)
Black
Red
Green
Blue
Black (single saddle)
8040115
8040110
8040111
8040112
8040106
8040116
30,00 €
18,90 €
18,90 €
18,90 €
18,90 €
18,90 €
109
Seats
Torino seat
This is a very nice remake of this highly sought-after seat. The two-tone colour
scheme and the unique design create a look which is different to any other
Lambretta seat. The seat cover is of supreme quality and comes complete with a
matching passenger handle a real eyecatcher! Also the seat frame is of a unique
design and has not much in common with other Lambretta seats. A special seat
catch is included. And the best off it all it not only looks good, but is also very
comfortable. A good reason for getting a Series 2!
Seat SAT Torino Series 2 incl. Handle
5320080
169,00 €
T
Torino SA
169.-
Sport seats
If you want a rather sporty look, our sports seats are the obvious choice.
Ancilotti
139.-
Ancilotti
The legendary Ancillotti seat not only has the looks, it is also perfectly suited for all
tall guys (and gals). It fits all Series 3 and Series 2 models and can also be used
two-up. No wonder the Ancillotti is one of the all-time favourites of rally-going
scooterists. One of its main disadvantages however is that it covers two of the
mounting holes for the rear rack, so that this can no longer be fitted.
Ancillotti
black
8040000
139,00 €
Cut Back
Ancilotti Cutback
This is where the Ancillotti Cut Back version comes to its right, as the rear loop is
shortened so that a rack can still be used.
Ancillotti 'Cut Back'
black
5320058
139.-
139,00 €
Square Back
Equally renowned is the Square Back seat. It is especially famous for its touring
comfort, which makes even long motorway trips a pleasure. A rear rack can be fitted
without problems here. Also, the rear of the seat can be easily converted into a
small tool box.
.
Square Back
black
8040002
129,00 €
ck
Square Ba
STO race seat
Finally the STO race seat: This might look a little bit out of place on a classic
Lambretta, but even this shape of seat dates back to the 60s. Very similar seats
were for instance used on the 'Supertune' dealer specials. NB: To find out more
about these scooters, have a look at Paolo Cantinis website
www.racinglambrettas.com. The STO seat is padded with 25mm thick foam and
covered with black vinyl.
STO race seat
black
7100001
59,90 €
129.STO
90
59.
110
Accessories
Call - +49 (0) 22 38 307 430
Accessories
k
Sprint Rac
from
36.-
If you want to make your Lambretta stand out from the crowd, our 60s accessories
are what to go for. Both “genuine Lambretta accessories” and aftermarket items
from various manufacturers are now being reproduced. But many of these
accessories do not only look good - they also make sense in terms of practicality
be it for everyday shopping or the tour to the next Euro-Lambretta.
Rear carriers
Rear carries are either bolted to the four holes in the rear of the frame or to the
mounting of the seat catch. The sprint racks fit the Lambretta perfectly and will
hardly distract from the classic lines. The 3 in 1 carrier will be more predominant
featuring a rear backrest and a spare wheel holder.
Sprint Rack Series III, chrome
353035AVC
Sprint Rack Series I & II, chrome
353036AVC
3in1 carrier (+spare wheel carrier and backrest) chrome 3530480
Carrier 3 in 1
39,90 €
39,90€
119,00 €
Legshield carriers
The front carries are simply hooked onto the legshields and then tightened using
bolt-down hooks. No drilling is required whatsoever and the whole affair should not
take longer than five minutes.
Legshield carrier
3 in 1
.only 119
Medium
length
69.-
Legshield carrier, long arms
353033AB
Legshield carrier VIGANO
VIG2535
Legshield carrier, medium length arms 353033B
Floorboard extensions
Floorboard extensions are certainly one of the most sought-after accessories for the
Lambretta. They were made by many different manufacturers in the old days. One
of the most in-demand versions is the one produced by Falbo. This is the one we
now offer as a reproduction even if the quality is clearly inferior to the original.
Series 3, LI, SX, TV, GT, LiS
Series 2
s
Extension
69,00 €
59,00 €
69,90 €
A221
A220
100,00 €
100,00 €
Forklink covers
The “Super” forklink covers were almost impossible to get for a long time and are
now available again, reproduced by Casa Lambretta in excellent quality. The
ultimate finishing touch for any Series Lambretta.
.only 100
Typ -Super- Chrom
A192
80,00 €
Spare wheel carriers inside legshield & covers
er
Wheel Cov
only
29.-
Series I & II
Series III
5320053
8020180
47,90 €
29,00 €
Spare wheel cover w. Innocenti logo
8001211
29,00 €
Bag hook
Bag hooks are bolted to the horncasting from inside the legshields. Very useful for
the trip to the shops.
Bag hook Lambretta Series I & II
Bag hook Lambretta Series 3
353080
353079
13,90 €
13,90 €
Chrome Parts
Just the right stuff to add a bright shine to your Lambretta. Not only for DL/GP
models.
Wheel rim standard, chromed
Wide wheel rim, chromed
Flywheel cover (Italian height) chromed
Flywheel cover (Indian height) chromed
Cylinder cowling, chromed
im
Chrome R
from
30.Cylinder
cowling
8010542
8010543
8005051
8005052
8005104
30,00 €
55,00 €
19,90 €
19,90 €
29,90 €
Super
r
Fork cove
90
24.
80.-
Flywheel
Cover
90
19.
111
Accessoires
Drop Handlebars
Drop Bars
Our drop bars are newly cast items and no re-welded standard handlebars. We
do not know much about the build quality. But all genuine handlebar interiors can
be fitted without problems. A chromed headlamp rim is included. We are
importing this item from Asia. Because of the product liability we are not selling
this item for road, race or similar use. It is only intended for display or custom
show purposes. Where you use it is your responsibility.
Series II
LI Series III (Slimstyle)
LI S & TV III (without headset chrome ring)
LI S & TV III (with headset chrome ring)
Lambretta DL (Italian)
Lambretta GP (Indian)
8020077
8020073
8020074
8020076
8020071
8020072
239.-
239,00 €
239,00 €
239,00 €
239,00 €
239,00 €
239,00 €
Petrol tank XXL
The small standard tank of the Lambretta only holds 8 litres, which can cause
trouble with thirsty engines. The extra large tank reduces the refuel stops
significantly. It is manufactured in Asia. The battery tray and air box must be
removed for fitting, but the toolbox can be left as standard. The tanks may show
some rust on the inside, so that thorough cleaning prior to fitting or use of a good
petrol filter is recommended. Each tank holds approx. 13.5 litres. We can offer
two versions, for carbs on the lefthand side (standard cylinders, Rapido, Mugello
or conversions) or righthand side (TS1, Imola, Monza). The righthand side
version has a recess for the carb.
Standard incl. stainless steel tank straps
TS1 incl. stainless steel tank straps
5320056
5320057
XXL Tank
129.-
129,00 €
129,00 €
Legshield Glovebox
Lambretta owners are always in need of luggage space. A legshield glovebox is
the ideal accessory to cure this problem and finally have enough room to carry a
few bottles of two-stroke oil and a good assortment of tools. The toolboxes are
hand-built, so that the finish may vary and a good painting preparation is
necessary. All boxes come complete with brackets, sealing rubber and lock. We
offer three different versions, a Nannucci-style version for Lambretta Series 1 and
2, a Nannucci-style version for Series 3 and a Vespa P-range style version for
Series 3 which looks the part especially on the Bertone-styled GPs. The
gloveboxes are also perfectly suited to house additional instruments like a revcounter or control lights.
Toolbox Series 1+2
Toolbox Series 3 (incl. brackets and rubber)
Toolbox DL/GP (incl. brackets and rubber)
5320060
5320059
5320061
Glovebox
only
119.-
119,00 €
119,00 €
119,00 €
Stainless steel parts
Stainless steel parts are not only rust-free but can also be mirror-polished. We
get more than 90% of our stainless steel items from the UK. They meet the
highest standards in terms of quality.
Centre stand Series III
8900001
Centre stand Series I & II
8900002
Splashplate Series I & II (4-bolt incl. brackets) 8900003
Splashplate Series II (2 bolt)
8900004
Splashplate Series III (2-bolt)
8900005
Centre stand bracket Series II and III (pair) 8900006
Petrol tap lever guide Series I III
8900007
Lever pivot bolt Series I III
8900008
Lever pivot bolt oversize Series I III
8900009
Rear wheel locking kit Series II III
8900010
Rear wheel locking plate Series II III
8010321
Mudflap Series III
8900011
Rear spare wheel carrier Series III
8900012
Legshield spare wheel carrier Series III 8900013
Spare wheel cover (with Innocenti logo)
8001211
Front brake cable adjuster
8900014
Rear brake cable adjuster
8900015
Tank strap
8006482
Tank strap fitting (kit)
8006461
Cowling screw kit
8005060
Floorboard strip screw kit
8005061
Bolt kit Series I III
JB002
Floorboard strips LI III, TV III, SX
5821079
Floorboard strips GP, DL
5821080
54,90 €
56,90 €
39,90 €
39,90 €
39,90 €
12,90 €
12,90 €
7,90 €
7,90 €
19,90 €
6,00 €
34,90 €
69,90 €
69,90 €
29,00 €
22,90 €
22,90 €
7,90 €
6,00 €
5,00 €
11,90 €
47,90 €
125,00 €
125,00 €
Stainless
Steel
from
5.-
112
All articles are not for oad use unless stated otherwise. For show only!
Bodywork parts
Call - +49 (0) 22 38 307 430
Bodywork Parts
We can offer very good reproductions of the SX
front mudguard and the Series 1 and 2 front
mudguards. The SX/TV mudguards are
especially useful for all Lambretta owners
who want to build a reproduction of these
extremely rare models. Combined with
the beautiful SX/TV horncastings
produced by Casa Lambretta and the
very high quality stuff made by Lambretta
Body Bits this is now easier than ever.
Check our webshop www.ScooterCenter.com for new parts arriving. Right at
the moment there is a batch of Series 2 body
parts on production. Which is very nice
because of the lack of many bits for the Series 1
and 2 like the front mudguard or the legshields and so on.
The quality of the Series 3 stuff is like the one you are used from
Innocenti. The side panels are so good that you even can get them chromed.
Sadly there are no holes already drilled for the mounting and scripts.
s
Side panel
199.-
LI S
Side panel rhs
Side panel lhs
Rear floorboard rhs
Rear floorboard lhs
Mudguard
Horncasting grille
Horncasting
Rear mudguard
Toolbox
Air filter box
Tank
8013154
8013155
8013157
8013158
8060018
8213960
8013914
8013156
8013680
8006680
8006470
199,00 €
199,00 €
49,90 €
49,90 €
79,00 €
25,00 €
100,00 €
69,90 €
39,90 €
27,90 €
49,90 €
8006470
8013154
8013155
8013157
8013158
8060018
8213960
8013914
8013156
8013680
8006680
8006470
49,90 €
199,00 €
199,00 €
49,90 €
49,90 €
79,00 €
25,00 €
100,00 €
69,90 €
39,90 €
27,90 €
49,90 €
Toolbox
39.Mudguard
79.-
SX 150
Tank
Side panel rhs
Side panel lhs
Rear floorboard rhs
Rear floorboard lhs
Mudguard
Horncasting grille
Horncasting
Rear mudguard
Toolbox
Air filter box
Tank
113
All articles are not for oad use unless stated otherwise. For show only!
Bodywork parts
Side panel
199.-
SX 200
Side panel rhs
Side panel lhs
Rear floorboard rhs
Rear floorboard lhs
Mudguard
Horncasting grille
Horncasting
Rear mudguard
Toolbox
Air filter box
Tank
8013152
8013153
8013157
8013158
8060018
8213960
8013914
8013156
8013680
8006680
8006470
199,00 €
199,00 €
49,90 €
49,90 €
79,00 €
25,00 €
100,00 €
69,90 €
39,90 €
27,90 €
49,90 €
SX
Horn cast
100.-
Horn grille
25.-
Mudguar0d
9
TV 175/200 Series 3 (2nd Version)
Side panel rhs
Side panel lhs
Rear floorboard rhs
Rear floorboard lhs
Mudguard
Horncasting grille
Horncasting
Rear mudguard
Toolbox
Air filter box
Tank
8013154
8013155
8013157
8013158
8060018
8213960
8013914
8013156
8013680
8006680
8006470
69.
199,00 €
199,00 €
49,90 €
49,90 €
79,00 €
25,00 €
100,00 €
69,90 €
39,90 €
27,90 €
49,90 €
d
Floorboar
from
39.-
Side panel
99.-
Horn cast
GP/DL
Side panel rhs
Side panel lhs
Legshields
Rear floorboard rhs
Rear floorboard lhs
Mudguard
Horncasting grille
Horncasting
Air filter box
Tank
Headset cover
Lower headset
29.-
8013150
8013140
8113880
8013160
8013710
8113980
8113960
8113930
8006680
8006470
8108350
8108430
99,00 €
99,00 €
149,00 €
39,00 €
39,00 €
59,00 €
15,00 €
29,00 €
27,90 €
49,90 €
27,90 €
57,90 €
Horn grille
15.-
Mudguard
59.-
114
Badges
Call - +49 (0) 22 38 307 430
LI Series I
Legshields
LI 125
LI 150
Lambretta
Crest
Side panels
Lambretta (pair)
Lever lhs
Lever rhs
Frame
Rear frame grille
TV Series 1
8050014
8050013
8050024
8050010
12,00 €
12,00 €
12,00 €
14,00 €
8050048 49,00 €
8113049 12,50 €
8113043 12,50 €
LI 125
LI 150
Lambretta
Crest
Side panels
Lambretta (pair)
Lever lhs
Lever rhs
Frame
Rear frame grille
LI 125
LI 150
Lambretta
Crest
Side panels
Lambretta (pair)
TV 175 (one pc.)
Lever lhs
Lever rhs
8050012 12,00 €
8050024 12,00 €
8050010 14,00 €
8050048
8050071
8113049
8113043
49,00 €
19,00 €
12,50 €
12,50 €
TV Series 2
8050014
8050013
8050024
8050010
12,00 €
12,00 €
12,00 €
14,00 €
8050048 49,00 €
8113049 12,50 €
8113043 12,50 €
8050064 29,00 €
LI Series 3 until 1965 (Slimstyle)
Legshields
TV 175
Lambretta
Crest
8050064 29,00 €
LI Series 2
Legshields
Legshields
8050014
8050013
8050024
8050010
Legshields
TV 175
Lambretta
Crest
Side panels
Lambretta (pair)
TV 175 (one pc.)
Lever lhs
Lever rhs
Frame
Rear frame grille
8050012 12,00 €
8050024 12,00 €
8050010 14,00 €
8050048
8050071
8113049
8113043
49,00 €
19,00 €
12,50 €
12,50 €
8050064 29,00 €
LI Series 3 from 1965 (Slimstyle)
12,00 €
12,00 €
12,00 €
14,00 €
Side panels
Lambretta (one pc.) 8050016 15,00 €
Lever lhs
8113047 12,50 €
Lever rhs
8113048 12,50 €
Legshields
LI 125
LI 150
Lambretta
Crest
8050014
8050013
8050024
8050010
12,00 €
12,00 €
12,00 €
14,00 €
Side panels
Frame
Frame
LI 125 rear frame badge 8050050 13,00 €
Badge holder
8050029 22,90 €
LI Series 4 from 09.1967 (Slimstyle)
TV Serie 3 until 1963
LI 125
Lambretta
Innocenti badge
8050014 12,00 €
8050024 12,00 €
8050058 14,00 €
TV 175
TV 200
Lambretta
Crest
Side panels
Badge holder
8050029 22,90 €
Legshields
Side panels
Frame
LI 125 rear frame badge
Badge holder
8050050 13,00 €
8050029 22,90 €
Legshields
8050012
8050042
8050024
8050010
12,00 €
12,00 €
12,00 €
14,00 €
Lever lhs
8113047 12,50 €
Lever rhs
8113048 12,50 €
Frame
TV 175 rear frame badge 8050052 13,00 €
Badge holder
8050029 22,90 €
TV Serie 3 from 1964
Legshields
TV 175
Lambretta
Crest
Side panels
8050012 12,00 €
8050024 12,00 €
8050010 14,00 €
Lambretta (one pc.) 8050016
Flashes (pair)
8050026
Lever lhs
8113047
Lever rhs
8113048
Frame
LI Special Serie 3 until 1965
15,00 €
29,90 €
12,50 €
12,50 €
Badge holder
8050029 22,90 €
Legshields
LI 150
Special
Lambretta
Crest
8050013
8050000
8050024
8050010
12,00 €
14,50 €
12,00 €
14,00 €
Lambretta (one pc.) 8050016
Flashes (pair)
8050026
Lever lhs
8113047
Lever rhs
8113048
15,00 €
29,90 €
12,50 €
12,50 €
Side panels
Frame
Special silver
Special golden
Badge holder
8050027 13,00€
8050049 13,00€
8050029 22,90 €
115
Badges
125 Special Series 3 until 08.1967
LI Special Series 3 from 1965
Legshields
LI 150
Special
Lambretta
Crest
8050013
8050000
8050024
8050010
Legshields
12,00 €
14,50 €
12,00 €
14,00 €
Side panels
Flashes (pair)
8050026 29,90 €
Frame
Lambretta rear frame
Badge holder
8050028 13,00 €
8050029 22,90 €
125
Special
Lambretta
Crest
8050062
8050000
8050024
8050010
12,00 €
14,50 €
12,00 €
14,00 €
Side panels
Flashes (pair)
8050026 29,90 €
Frame
Badge holder
8050028 13,00 €
8050029 22,90 €
125 Special Series 3 from 09.1967
Silver Special Series3
125
Special
Lambretta
Crest
12,00 €
14,50 €
12,00 €
14,00 €
Side panels
LI 150
Special
Silver
Lambretta
Crest
Flashes (pair)
8050026 29,90 €
Side panels
Frame
Flashes (pair)
8050026 29,90 €
Legshields
Badge holder
8050062
8050000
8050024
8050010
8050028 13,00 €
8050029 22,90 €
LI 150
Special
Golden
Lambretta
Crest
8050013
8050000
8050001
8050024
8050010
8050013
8050000
8050063
8050024
8050010
Frame
Special rear frame badge 8050027 13,00 €
Badge holder
8050029 22,90 €
Legshields
12,00 €
14,50 €
12,00 €
12,00 €
14,00 €
Side panels
Flashes (pair)
8050026 29,90 €
X 150
Special
Lambretta
Crest
8050004
8050000
8050040
8050010
Flashes (pair)
8050026 29,90 €
Frame
Special rear frame badge 8050049 13,00 €
Badge holder
8050029 22,90 €
Badge holder
Mudguard crest
SX 150 Series 3 09.1967 -10.1968
SX 150 Series 3 from 11.1968
X 150
Special
Lambretta
Innocenti badge
X 150
Special
Lambretta
Innocenti badge
8050004
8050000
8050040
8050058
12,00 €
14,50 €
18,00 €
14,00 €
Side panels
Flashes (pair)
8050026 29,90 €
Frame
Badge holder
Mudguard crest
8050028 13,00 €
8050029 22,90 €
8050033 22,50 €
12,00 €
14,50 €
18,00 €
14,00 €
Side panels
Frame
Legshields
12,00 €
14,50 €
12,00 €
12,00 €
14,00 €
SX 150 Series 3 until 08.1967
Golden Special Series 3
Legshields
Legshields
Legshields
8050028 13,00 €
8050029 22,90 €
8050033 22,50 €
8050004
8050000
8050040
8050058
12,00 €
14,50 €
18,00 €
14,00 €
Side panels
Flashes (pair)
8050026 29,90 €
Clip lhs
8113041 2,50 €
Clip rhs
8113040 2,50 €
Frame
Badge holder
Mudguard crest
8050028 13,00 €
8050029 22,90 €
8050033 22,50 €
SX 200 Series 3 bis Bj. 08.1967
SX 200 Series 3 09.1967-10.1968
X 200
Special
Lambretta
Crest
X 200
Special
Lambretta
Innocenti badge
Legshields
8050003
8050000
8050040
8050010
12,00 €
14,50 €
18,00 €
14,00 €
Legshields
8050003
8050000
8050040
8050058
12,00 €
14,50 €
18,00 €
14,00 €
Side panels
Side panels
Flashes (pair)
8050057 59,00 €
Flashes (pair)
8050057 59,00 €
Frame
Frame
Badge holder
8050028 13,00 €
8050029 22,90 €
Badge holder
8050028 13,00 €
8050029 22,90 €
116
Badges
Call - +49 (0) 22 38 307 430
Schriftzüge
SX 200 Series 3 from 11.1968
Legshield
X 200
Special
Lambretta
Innocenti badge
Siode panels
Lambretta (pc)
Flashes (pair)
Clip left
Clip right
8050003
8050000
8050040
8050058
DL 125
Legshield
12,00 €
14,50 €
18,00 €
14,00 €
DL 125
Lambretta
Ink spot
-j- horn cast
8050016 15,00 €
8050057 59,00 €
8113041
2,50 €
8113040
2,50 €
Stickers (pair)
Grille right
Grille left
Clip right
Clip left
Side panels
Frame
Frame
Lambretta (rear frame) 8050028 13,00 €
Badge holder
8050029 22,90 €
Mudguard crest 8050033 22,50 €
Innocenti
Seat grilel
DL 150
8050020 12,00 €
8050023 12,00 €
8050034
4,00 €
8050006
7,50 €
8050037
8050035
8050036
8113040
8113041
9,90 €
4,00 €
4,00 €
2,50 €
2,50 €
8050025
9,00 €
8050031 15,00 €
DL 200
Legshield
DL 150
Lambretta
Ink spot
-j- for horncast
Side panels
Stickers (pair)
Grille right
Grille left
Clip right
Clip left
Frame
Innocenti
Seat grille
Legshield
8050021 12,00 €
8050023 12,00 €
8050034
4,00 €
8050006
7,50 €
8050037
8050035
8050036
8113040
8113041
DL 200
Lambretta
Ink spot
-j- horncast
Side panels
9,90 €
4,00 €
4,00 €
2,50 €
2,50 €
Stickers (pair)
Grille right
Grille left
Clip right
Clip left
Frame
8050025
9,00 €
8050031 15,00 €
Innocenti
Seat grille
8050022 12,00 €
8050023 12,00 €
8050034
4,00 €
8050006
7,50 €
8050037
8050035
8050036
8113040
8113041
9,90 €
4,00 €
4,00 €
2,50 €
2,50 €
8050025
9,00 €
8050031 15,00 €
DL 200 Electronic
Legshield
4
DL 200
Lambretta
Electronic
-j- horncast
Side panels
Stickers (pair)
Grille right
Grille left
Clip right
Clip left
Frame
Innocenti
Seat grille
8050022 12,00 €
8050023 12,00 €
8050039
5,00 €
8050006
7,50 €
8050037
8050035
8050036
8113040
8113041
SERVETA
8050108 14,00 €
5 Stickers Petrol Lid
5
Green (untill 1966)
Red (from 1966)
9,90 €
4,00 €
4,00 €
2,50 €
2,50 €
8050025
9,00 €
8050031 15,00 €
4 Horncast crest
353085
353084
6 Sticker air filter
Series 1 & 2 (Italian) 8030509 1,50 €
7 Sticker set
8
Lince
8050086
8 Stickers Sidepanel (Pair)
1 Ink spot
1
Ink spot -blackInk spot -whiteInk spot -chromeInk spot -redInk spot -silver-
2
2 Checkerboard
Chrome
Red
Black
Silver
White
BGM9211C
BGM9211R
8050081
BGM9211A
BGM9211W
6,00 €
4,00 €
4,00 €
4,00 €
4,00 €
3 Stickers Sidepanel DL/GP (Pair)
Black -silk finishBlack -glossyChrome
Red
Silver
White
3
8050095
8050037
8050077
8050076
8050079
8050078
9,90 €
9,90 €
19,90 €
9,90 €
9,90 €
9,90 €
8050034
8050080
BGM9210C
BGM9210R
BGM9210A
4,00 €
4,00 €
6,00 €
4,00 €
4,00 €
2,50 €
2,50 €
TS1 red/silver
TS1 black
125 red/silver
125 black
150 red/silver
150 black
200 red/silver
200 black
7
8050089
8050088
8050091
8050092
8050094
8050093
8050090
8050087
45,00 €
17,90 €
17,90 €
17,90 €
17,90 €
17,90 €
17,90 €
17,90 €
17,90 €
Spare parts
Save money!
Order online and get 2% discount!
120
Lambretta spare parts
Call - +49 (0) 22 38 307 430
Li Series 1-3, LI S, SX, TV Serie 2-3, GP (DL)
Table 1: engine
No. Description
1
2
3
4
5
6
7
8
8
9
9
9
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
24
25
26
27
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
200cc Engine Case
Rear Shock Mount
Mainshaft Bearing Track
Shim under mainshaft bearing
Gear Selector Shaft Bush
M6 x 22mm studs (4 needed)
Stainless stud set with nuts
Silentblock for 29 cm engine bolt
Chrome silentblock for 29 cm bolt
Silent block for 21.5cm engine bolt
Race silentblock for 29 cm bolt
M8 studs (2 needed)
M8 Cylinder stud (each)
Stud M6 x 25mm studs (3 needed)
Gearbox end-plate
Layshaft bearing track
Alignment dowel
M7 Half-height nut (3.5mm)
M7 Spring washer
Grease nipple M6
Needle bearing mainshaft
Rear hub bearing retaining plate
Rear hub bearing retainer washer
M6 Nut
M6 Spring Washer
Brake shoe pivot 20mm
Brake shoe pivot 25mm
Bump stop rubber
Bump stop washer
Chain case
Chain case chromed
Outer kick start shaft bush
Inner kick start shaft bush
Chain case locating dowl
Magnetic oil drain plug
Drain plug washer
Kickstart rest rubber
Brass oil level plug
Level plug washer
Chain case breather
Breather washer
M8 nut
M8 wavy washer
M6 nut
M6 wavy washer
Chain case gasket
Originally used in
SX, TV, GP (DL)
all
all
all
all
all
all
all
all
LIS, SX, TV, GP (DL)
LI
all except LI Series 1
all
all
GP (DL)
all
all
all
all
all
all
all
all
all
all
GP (DL)
LI, LIS, SX, TV
all
all
GP (DL)
GP (DL)
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
Article No.
8001010
8001020
8001030
8001040
8104421
8001060
8001070
8001121
8001080
8001090
8001092
8001091
8001093
8001071
9901084
8001120
8001122
8001140
8001150
8001151
9901073
9902006
8001190
8001200
8001210
9901060
9901063
8001240
8001241
8001250
8001260
8101270
8101271
8001280
8001290
8001150
8001310
8001320
8001330
8001340
8001320
8001360
8001320
9901080
9901083
9901060
9901063
8001420
Price
199,00 €
9,90 €
4,90 €
0,90 €
4,90 €
0,75 €
0,75 €
0,75 €
12,00 €
12,90 €
14,90 €
15,90 €
17,90 €
0,90 €
2,00 €
0,75 €
24,90 €
8,90 €
0,75 €
0,30 €
0,10 €
0,90 €
5,90 €
3,90 €
1,90 €
0,20 €
0,20 €
2,50 €
2,50 €
2,90 €
1,50 €
59,00 €
69,00 €
2,90 €
2,90 €
0,75 €
4,50 €
0,50 €
1,50 €
3,50 €
0,50 €
3,50 €
0,50 €
0,30 €
0,30 €
0,20 €
0,10 €
4,00 €
No. Description
Originally used in
Article No.
43 200cc stage 4 cylinder kit (with piston)
8001431
43 200cc stage 4 cylinder only
8001432
43 175cc cylinder kit (with piston)
8000500
175cc cylinder only
8000511
43 150cc cylinder kit (with piston)
all 150ccm except LI 1 8001435
44 Inlet manifold stud long M7 x 50
all 200 cc
8001440
44 Inlet manifold stud long M7 x 45
all 125-186 cc
8001441
45 Inlet manifols stud M7 x 35
all
8001450
46 Exhaust manifold stud M7 x 30 (pc.) all
8001460
46 Exhaust manifold stud M7 x 40 (pc.) TS1
8001461
47 Cylinder base gasket
all 125-186cc
8001470
47 Cylinder base gasket 200-225cc
SX, TV, GP (DL)
8001471
48 200cc cylinder head
SX, TV ,GP (DL)
8001480
TV
8001482
LI, LIS, SX, GP (DL)
8001481
49 For the full range of base and head gaskets have a look at page 41
49 150cc cylinder head gasket
LI, LIS, SX, GP (DL)
8001491
TV
8001492
SX, TV, GP (DL)
8001493
49 200cc cylinder head gasket 1.4mm SX, TV, GP (DL)
8001494
49 225 cc (TS1) cylinder head gasket TS1
8001495
50 M8 nut
all
9901080
50 M8 nylock nut
all
9901081
51 M8 spacer nut
all
8001510
52 M8 spring washer
all
9901083
53 Engine mount cone 29cm
8001530
53 Engine mount cone 21.5cm
LI
8001531
54 Engine mount bolt 29cm
8001541
54 Engine mount bolt 21.5cm
LI
8001540
55 M16 nut
all
9901160
55 M16 nylock nut
all
9901161
56 M16 washer
all
8001560
Price
144,90 €
82,90 €
109,90 €
69,00 €
99,90 €
0,90 €
0,90 €
0,90 €
0,90 €
1,70 €
1,30 €
1,30 €
42,90 €
42,00 €
39,00 €
1,80 €
1,80 €
1,80 €
3,90 €
4,90 €
0,30 €
0,40 €
1,50 €
0,30 €
4,60 €
4,90 €
9,90 €
9,90 €
0,90 €
1,30 €
0,50 €
121
Tabel 2: Crank shaft
Li Series 1-3, LI S, SX, TV Serie 2-3, GP (DL)
No. Description
1
1
1
1
2
2
3
4
5
6
7
7
8
9
9
10
11
11
11
12
13
14
15
16
16
17
17
17
17
17
17
17
17
17
17
17
17
17
17
17
17
17
18
18
18
18
18
Originally used in
Article No.
Crank shaft
LI , LIS, SX
8070000
Crank shaft
GP (DL)
8070001
Race crank shaft
GP (DL)
8070002
Crank shaft Tv175
TV
8070009
The full range of crankshafts can be found from page 40 onwards
Little-end bearing 16x20x20
all
3700005
Little-end bearing (wide) 16x20x22 Wiseco pistons
3700006
Drive-side oil seal 33x50x6
all
8002030
Countersunk allen screw M6 x 16
all
8002040
Drive bearing retaining plate
all
8002050
Halite washer 6305
all
8002060
Roller bearing 6305
all
8002070
Roller bearing 6305 1RS
all
8002071
Oil thrower washer
all
8002080
Oil seal 25x42x6
all except of LI Series 1 8002090
Oil Seal
LI Series 1
L - ring
all
8002100
Roller bearing NU 205
LI, LIS, SX, TV
8002110
Roller bearing Nu2205
GP (DL)
8002111
Roller bearing NU205 Type 2
LI Series 1
8002112
Spacer (only used with NU205!)
LI from S2, LIS, SX, TV 8002120
Oil seal 33x52x6
all except LI Serie 1
8002130
52mm Circlip
alle except LI Serie 1
8002140
Woodruff key
all
9999002
16mm gudgeon pin circlips (pc.)
all
1220004
Circlip 16mm wire (pc.)
TS1, Rapido
1020011
52mm piston rings (2mm thick)
all 125cc
8002191
all 150cc
8002170
57.2mm piston rings (2mm thick)
all 150cc
8002171
all 150cc
8002172
8002198
all 175cc
8002173
all 175cc
8002174
all 175cc
8002175
all 200cc
8002176
all 200cc
8002177
all 200cc
8002178
66.6mm piston rings (2mm thick
all 200cc
8002179
all 200cc
8002189
70mm piston rings TS1 Type 1
TS1
8000004
70mm piston rings TS1 Type 2
TS1
8000005
Rings AF Rapido 200cc (Set)
8000014
Rings AF Rapido 225cc (Set)
8000006
52mm piston kit
125cc Series 1
8002220
52mm piston kit
125cc Series 2, 3
8002211
52.2mm piston kit
125cc Series 1
8002221
52.2mm piston kit
125cc Series 2, 3
8002217
52.4mm piston kit
125cc Series 1
8002222
Price
119,00 €
129,00 €
139,00 €
119,00 €
6,50 €
8,00 €
3,00 €
0,50 €
4,90 €
1,50 €
10,90 €
17,00 €
1,50 €
3,00 €
1,50 €
29,00 €
35,00 €
35,00 €
1,20 €
3,00 €
1,50 €
0,80 €
0,50 €
0,50 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
10,00 €
44,90 €
44,90 €
34,50 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
No. Description
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
52.4mm piston
52.4mm piston
52.6mm piston
52.6mm piston
57mm piston
57mm piston
57.2mm piston
57.2mm piston
57.4mm piston
57.4mm piston
57.6mm piston
57.6mm piston
62mm piston
62mm piston
62.2mm piston
62.2mm piston
62.4mm piston
62.6mm piston
62.6mm piston
62.4mm piston
66mm piston
66.2 mm piston
66.4mm piston
66.6mm piston
66.8mm piston
67mm piston
67.2mm piston
Originally used in
125cc Series 2, 3
125cc Series 1
125cc Series 1
125cc Series 2, 3
all 150cc except for LI 1
150cc Series 1
all 150ccm except LI 1
150cc Series 1
all 150cc except LI 1
150cc Series 1
all 150cc except LI 1
150cc Series 1
175cc Conversion
TV 175 Series 2, 3
175cc Conversion
TV 175 Series 2, 3
175cc Conversion
175cc Conversion
175cc TV Series 2, 3
TV 175 Series 2, 3
all 200cc
all 200cc
all 200cc
all 200cc
all 200cc
all 200cc
all 200cc
Article No.
8002218
8002222
8002223
8002219
8002180
8002224
8002181
8002225
8002182
8002226
8002192
8002227
8002183
8000503
8002184
8000504
8002185
8002215
8000512
8000506
8002186
8002187
8002188
8002193
8002194
8002200
8002212
Price
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
39,90 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
49,00 €
122
Spare parts Lambretta
Call - +49 (0) 22 38 307 430
LI Series 1-3, LI S, SX, TV Series 2-3, GP (DL)
Tabel 3: Chain & Clutch
No. Description
1
2
3
4
5
6
7
8
8
9
9
10
10
11
12
13
14
14
15
15
15
16
17
17
18
18
19
20
20
20
21
22
22
23
23
23
24
25
26
27
27
27
28
28
28
28
28
10mm circlip for clutch arm
Clutch arm
Clutch arm return spring
12mm circlip for clutch shaft
Washer 13x18x1
Clutch shaft
12mm 'O' ring
Clutch top plate 2.5mm thick
Clutch top plate 3mm thick
Clutch actuator thimble
Clutchactuator bronze bush
Clutch retaining clip
'Surflex' clutch retaining clip
Washer13x18x1
12mm circlip
Clutch actuator
Clutch pressure plate
Clutch pressure plate
Clutch corks (4 plate Surflex)
Clutch corks (4 plate Adige)
Clutch corks (5 plate tuning)
Clutch steel (each)
Clutch sprocket 46 teeth
Clutch sprocket 47 teeth
Clutch spider
Clutch spider SURFLEX
Clutch nut lock washer
Clutch spring (each)
Reinforced clutch springs (5 Pcs.)
AF central clutch spring
Clutch nut
Mainshaft bearing bush
Mainshaft needle bearing
Regina 80 link chain
IWIS 81 link chain
Regina 82 link chain
Sliding dog
Sprocket drive spring
Drive spring retainer
Sprocket bolt
Sprocket bolt (Indian)
Washer for 8003272
Clutch sprocket shim 0.8mm
Clutch sprocket shim 1.0 mm
Washer clutch 1.2mm
Originally used in
all
all
all
all
all
all
all
LI, LIS, SX, TV
GP (DL)
all
all
all
all
all
GP (DL)
LI, LIS, SX, TV
all
all
Tuning
all
LI, LIS, SX, TV
GP (DL)
all
all
all
all
Tuning
Tuning
all
GP (DL)
LI, LIS, SX, TV
LI, LIS, SX, TV
Tuning
GP (DL)
all
all
all
all
GP (DL) indisch
GP (DL) indisch
all
all
all
all
all
Article No.
8003010
8003020
8003030
8003040
8003050
8003060
8003070
8003080
8003080
8203090
8103090
8003100
8003101
8003050
8003040
8003130
8103140
8203140
8003150
8003153
8020099
8020098
8020046
8020047
8003180
8003181
8003190
8020002
8020003
8020005
8003210
8003220
8001191
8020080
8020081
8020082
8003240
8003250
8003260
8003270
8003272
8003271
8003280
8003281
8003282
8003283
8003284
Price
0,30 €
6,00 €
1,70 €
0,30 €
0,50 €
4,90 €
0,30 €
5,90 €
5,90 €
2,90 €
4,50 €
2,50 €
4,50 €
0,30 €
0,30 €
2,90 €
14,90 €
19,00 €
17,00 €
17,90 €
19,00 €
3,50 €
39,00 €
39,00 €
19,90 €
69,00 €
1,30 €
1,00 €
9,00 €
7,90 €
1,20 €
3,90 €
5,00 €
35,00 €
39,00 €
35,00 €
9,90 €
2,90 €
3,90 €
3,90 €
1,90 €
1,00 €
1,90 €
1,90 €
1,90 €
1,90 €
1,90 €
No. Description
29
29
31
31
31
32
33
34
34
34
34
34
34
34
M6 x 15 bolt (pc.)
Alternative studs M6 x 30mm
Upper chain tensioner
AF nylon chain tensioner
“Quick-Slip” Chain tensioner
Lower chain guide
Drive sprocket sleeve
15 tooth drive sprocket
Originally used in
all
Tuning
all
Tuning
Tuning
all
all
LI, LIS, SX, TV
Tuning
Tuning
GP (DL) 200
Tuning
Tuning
Tuning
Article No.
8003290
8003300
8003310
8020000
8030014
8003320
8003330
8020015
8020016
8020017
8020018
8020019
8020020
8020021
Price
0,30 €
1,00 €
10,00 €
24,90 €
12,90 €
10,00 €
6,00 €
14,90 €
19,90 €
19,90 €
14,90 €
19,90 €
29,00 €
29,00 €
123
Spare parts Lambretta
Tabel 4: Kickstart
No. Description
3
4
5
6
7
8
9
10
11
12
13
13
14
15
16
16
16
16
17
17
17
17
18
18
18
18
18
18
18
18
18
18
18
19
20
20
21
26
28
29
29
30
31
32
33
34
35
36
37
Kick Start Lever Bolt
Spring Washer M7
Circlip 20mm for shafts
Kick Start Piston Disc
Circlip 18mm
Kickstart Piston Bolt
Kickstar Piston
Kickstart Piston Spring
Layshaft Inner Race Bearing
Kick Start Shaft
Kick Start Return Spring
Kick Start Return Spring
Kick Start Oil Seal 22x32x5,5
Kick Start Shim Washer M22x0,5
Kick Start Lever
Kick Start Lever
Kick Start Lever Chrome
Kick Start Lever Chrome SX 200
Kick Start Lever Rubber black
Kick Start Lever Rubber grey
Kick Start Lever Rubber red
Kick Start Lever Rubber blue
Gear Shim 1.4mm
Gear Shim 1.8mm
Gear Shim 2.0mm
Gear Shim 2.1 mm
Gear Shim 2.2mm
Gear Shim 2.3 mm
Gear Shim 2.4mm
Gear Shim 2.5mm
Gear Shim 2.6mm
Gear Shim 2.7mm
Gear Shim 2.8mm
Small Gears Shim
Gear Cluster Bearing 6004
Gear Cluster Bearing 6004 RS
Circlip 42mm
Gear Selector Sliding Dog
Selector Ball
Selector Spring
Selector Spring reinforced WORB 5
Layshaft
Selector Pin (pc.)
Locking Bolt M6x18
Spring Washer M6
Gear Selector
Cluster Thrust Washer
Selector Arm Circlip 6mm
Selector Arm Washer M6
Originally used in
all
all
all
all
all
all
all
all
all
all
Series 3
Series 2
all
all
all Series 3
all Series 1 and 2
all Series 1 und 2
SX 200
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
all
Tuning
all
all
all
all
all
all
all
all
Article No.
9901077
9901073
9000063
8004060
8004070
8004080
8004090
8004100
8004110
8004120
8004130
8004131
8004140
8004151
8004160
8004161
8004163
5320075
8004170
8004171
8004172
8004173
8004184
8004192
8004185
8004186
8004181
8004187
8004182
8004188
8004183
8004189
8004193
8004150
8004200
8004201
0015141
8004260
8004280
8004290
8020001
8004300
8004310
8004320
9901063
8004340
8004350
8004360
9901062
Price
0,60 €
0,10 €
0,50 €
0,50 €
0,30 €
1,20 €
8,90 €
1,50 €
4,90 €
24,90 €
3,50 €
4,00 €
2,90 €
0,70 €
24,90 €
24,90 €
49,00 €
35,00 €
4,90 €
4,90 €
4,90 €
4,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
3,90 €
0,70 €
9,50 €
11,00 €
1,00 €
29,00 €
1,00 €
1,00 €
2,50 €
39,90 €
2,00 €
0,40 €
0,10 €
14,90 €
0,50 €
0,30 €
0,10 €
No. Description
38
39
40
41
42
42
42
43
Gear Selector Pin Circlip 5mm
Final Drive Bearing Casa Lambretta
Final Drive Oil Seal 32x45x6
Layshaft Seal O-Ring
Gear Selector Shaft
Gear Selector Shaft
Gear Selector Lever
Gear Selector Shaft O-Ring
Originally used in
all
all
all
all
GP (DL)
LI, LIS, SX, TV
LI, LIS, SX, TV
all
Article No.
8004380
8004390
8004400
8004410
8104420
8204421
8204420
8003070
Price
0,30 €
24,90 €
2,90 €
0,80 €
8,90 €
8,90 €
8,90 €
0,30 €
124
Call - +49 (0) 22 38 307 430
Table 5: Cooling
No. Description
1
2
3
4
5
5
5
5
6
10
10
11
12
13
Magneto Flange
Magneto Flange Gasket
Nut M6
Spring washer M6
Flywheel Cover Italian Version
Flywheel Cover Italian Version Chrome
Flywheel Cover Indian Version
Flywheel Cover Indian Version Chrome
Stainless steel Screw Set MB
Cylinder Cowling
Cylinder Cowling Chrome
Spring Washer M8
Bolt M8x16
Anti Vibration Rubber (pc.)
Flywheel Washer
Flywheel Nut
Flywheel Nut
Flywheel Nut
Originally used in
all except LI Series 1
all
all
all
all
all
GP (DL) Indian
GP (DL) Indian
all
all
all
all
all
all
all
GP/DL
Series 3 from 1964
Serie 1-2, 3 untill 1964
Article No.
8005010
8005020
9901060
9901063
8005054
8005051
8005050
8005052
8005060
8005100
8005104
9901082
9901088
8005130
9021009
8012390
8012393
8012392
Price
39,90 €
1,80 €
0,20 €
0,20 €
14,90 €
19,90 €
14,90 €
19,90 €
5,00 €
19,90 €
29,90 €
0,20 €
0,30 €
1,00 €
0,80 €
3,00 €
3,00 €
3,00 €
125
Tabel 6a: Carb MA
Tabel 6b: Carb SH
Article No.
LI Series 3, LI S, SX, TV Series 3, GP (DL)
LI Series 1-2, TV Series 2
No. Description
1-6 unavailable
7 Needle X (available 1, 2, 3, 5, 7, 13, 37, 55 - XX = Needle number
7 Carb Overhaul Kit (25 pieces)
9 Choke Kit (incl. 10, 11, 12, 13, 14)
10 Choke Kit (incl. 9, 11, 12, 13, 14)
11 Choke Kit (incl. 9, 10, 12, 13, 14)
12 Choke Kit (incl. 9, 10, 11, 13, 14)
13 Choke Kit (incl. 9, 10, 11, 12, 14)
14 Choke Kit (incl. 9, 10, 11, 12, 13)
17 nicht verfügbar
20 unavailable
21 unavailable
23 Idle Jet (available as 30, 32, 35, 37, 40, 45 - XX = Jet Size)
23 Carb Overhaul Kit (25 pieces) (delivered with jet 40)
24 Main Jet 5mm (see page 66 for idle jets PHB - XXX = Jet size)
24 Carb Overhaul Kit (25 pieces) (delivered with jet 78)
25 Gasket Set Dellorto MA (6 pieces)
29 unavailable
30 unavailable
33 unavailable
35 unavailable
37 Fuel Filter
38-44 unavailable
40 Throttle Cable Guide
45 Float
47 unavailable
48 unavailable
49 Carb MA complete
Price
25210XX
8010402
8010402
8006742
8006742
8006742
8006742
8006742
8010402
8006742
8010402
8010402
8010402
5,00 €
12,90 €
12,90 €
4,00 €
4,00 €
4,00 €
4,00 €
4,00 €
12,90 €
4,00 €
12,90 €
12,90 €
12,90 €
8010402
8010402
12,90 €
12,90 €
8010402
25080XX
8010402
2505XXX
8010402
5350049
8010402
8010402
5350049
8010402
8010402
12,90 €
3,90 €
12,90 €
2,00 €
12,90 €
3,60 €
12,90 €
12,90 €
3,60 €
12,90 €
12,90 €
8010402
5350049
12,90 €
3,60 €
5350049
8010402
3,60 €
12,90 €
5350049
8010402
5350017
3,60 €
12,90 €
1,30 €
2599991
8006454
5350049
8010402
1,90 €
7,90 €
3,60 €
12,90 €
1510033
50,00 €
No. Description
1
2
3
4
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
19
20
21
22
23
24
25
26
26
27
28
29
30
31
32
33
33
34
35
35
36
37
38
39
40
40
41
41
unavailable
Carb Overhaul Kit (21 pieces)
unavailable
Gasket Set SH2-22
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
Reduction sleeve SH 22/2
Float Needle
unavailable
unavailable
unavailable
Throttle Cable Guide
unavailable
Carb SH 22/2 Jetex complete
Main Jet 5mm (see page 66 for idle jets PHB - XXX = Jet Size)
Carb Overhaul Kit (21 pieces) (delivered with Jet 120)
Float
Gasket Set SH2-22
unavailable
Choke Kit (incl. 38, 39, 40, 41)
Choke Kit (incl. 37, 39, 40, 41)
Choke Kit (incl. 37, 38, 40, 41)
Choke Kit (incl. 37, 38, 39, 41)
Choke Kit (incl. 37, 38, 39, 40)
Article No.
Price
8010401
12,90 €
5350048
8010401
8010401
3,60 €
12,90 €
12,90 €
8010401
12,90 €
8010401
12,90 €
8010401
12,90 €
1510030
8010401
5350009
8010401
8010401
2,90 €
12,90 €
3,60 €
12,90 €
12,90 €
8010401
12,90 €
8010401
2599991
8010401
12,90 €
1,90 €
12,90 €
1510007
8010401
8010401
8010401
8010401
2505XXX
8010401
8006453
5350048
8010401
50,00 €
12,90 €
12,90 €
12,90 €
12,90 €
2,00 €
12,90 €
7,90 €
3,60 €
12,90 €
8006742
8006742
8006742
8006742
8010401
8006742
8010401
4,00 €
4,00 €
4,00 €
4,00 €
12,90 €
4,00 €
12,90 €
126
Call - +49 (0) 22 38 307 430
Table 7: Fuel Tank, Induction & Exhaust System
No. Description
42 Petrol Tank Cap
43 Tank Cap Gasket
44 Anti Splash Cover
45 Splash Cover Gasket (Felt)
46 Tank Screw with Trunnion (pc.)
47 Fuel Tank
48 Fuel Tank Strap (pc.)
48 Fuel Tank Strap incl. 46, 49, 50 (pc.)
51 Bolt M6x20
52 Spring Washer M6
53 Washer M6
54 Air Scoop
55 Fuel Tank Rubber Sets
55 Fuel Tank Rubber Sets
56 see 59
57 see 59
58 see 59
59 Fuel Tap (complete)
59 Fuel Tap “Fast Flow” (complete)
60 Pin
61 Joint
62 Fuel Hose (100cm)
63 unaivalable
64 Nut M6
65 Washer M6
66 Gasket Air Scoop grey
66 Gasket Air Scoop black
67 Gasket Air Box
68 Air Box
69 Air Box Spring
70 Nut M6
71 Spring Washer M6
72 Inlet Manifold 20mm
73 Gasket Inlet Manifold
74 Choke Cable (complete) black
74 Choke Cable (complete) grey
75 Choke Cable Bush Plastic
76-81 see 80
80 Choke Lever
82 Fuel Tap Lever
83 Air Filter Screw
84 Air Inlet Manifold
Originally used in
Artcle No.
Price
all
all
from 1964
from 1964
all
all
all
all
all
all
all
all
all
all
GP (DL)
LI, LIS, SX, TV
8006420
8006430
8006440
8006450
8006460
8006470
8006480
8006481
8006460
8006460
9901066
9901063
9901062
8006542
8006550
8006553
4,90 €
1,30 €
3,00 €
1,90 €
3,00 €
49,90 €
6,00 €
11,90 €
3,00 €
3,00 €
0,30 €
0,20 €
0,10 €
15,00 €
8,90 €
13,90 €
all
Tuning
all
all
all
8006590
8006591
4940049
8006610
5250059
10,00 €
17,00 €
0,30 €
1,70 €
4,00 €
all
all
all
all
all
all
all
all
all
all 125-175cc
all 200cc
TS1
all
all
all
9901060
9901062
8006544
8006547
8006670
8006680
8006841
9901060
9901063
8006721
8006720
8006723
8006730
8006731
8000065
8006740
8006741
8006750
0,20 €
0,10 €
3,00 €
3,00 €
2,50 €
27,90 €
3,50 €
0,20 €
0,10 €
14,90 €
14,90 €
14,90 €
1,30 €
1,30 €
2,50 €
3,00 €
3,00 €
3,00 €
all
all
all
all Series 3
8006800
8006821
8006830
8006840
7,50 €
10,00 €
3,00 €
12,50 €
LI/GP 125-150, LIS 125, SX 150
LIS 150, TV 175
TV 200, SX 200, GP (DL) 200
No. Description
85
86
86
87
88
91
91
91
92
93
93
95
95
95
95
96
97
98
99
99
99
99
99
100
100
100
101
102
103
104
105
106
107
108
109
Originally used in
Gasket air Filter
all
Air Filter Series 3
Series 3
Air Filter Serveta
Serveta
Washer M6
all
Filter Plate
all
Air Hose Clamp small universal
all bottom (not SH22)
Air Hose Clamp large universal
all top (SH22 bottom)
Air Hose Clamp large Original Optic all top (SH22 bottom)
unavailable
Air Hose Clamp large universal
all top (SH22 bottom)
Air Hose Clamp large Original Optic all top (SH22 bottom)
Air Hose
LI 3, LIS, SX, TV 3
Air Hose
GP (DL) 125
Air Hose
GP (DL) 150-200
Air Hose
Serveta
Valve for Air Hose
LI 3, LIS, SX, TV 3
Cap for Air Hose
LI 3, LIS, SX, TV 3
Locking Ring
LI 3, LIS, SX, TV 3
Overflow Hose colourless
LI 3, LIS, SX, TV 3
Exhaust (Sito)
alle Serie 3 200ccm
Exhaust (Casa Lambretta)
LI 3, LIS, SX, TV 3
DL, SX 150
Exhaust AF-Clubman incl. U-bend Tuning
Exhaust AF-Clubman incl. U-bend TS1
Gasket Exhaust
all
Gasket Exhaust Big Bore / Clubman all
Gasket Exhaust TS1
TS1
Exhaust U-bend Series 3
Series 3
Washer M7
all
Nut M7 Brass
all
Bolt M8x25
all
Clamp
all
Nut M8
all
Washer M8
all
Spring Washer M8
all
Bolt M8x10
all
Artcle No.
Price
8006850
8006860
8006864
9901062
8006880
9900002
9900003
8000017
4,00 €
7,50 €
11,00 €
0,10 €
3,90 €
1,30 €
1,30 €
1,50 €
9900003
8000017
8006951
8006952
8006953
8006955
8008493
8006956
8008494
5250016
8006993
8006994
8007053
8080080
8080081
8006000
8006002
8006001
8006011
9901072
8006003
9901087
8006050
9901080
9901082
9901083
9901088
1,30 €
1,50 €
12,00 €
12,00 €
12,00 €
12,00 €
4,50 €
3,50 €
2,50 €
1,80 €
79,00 €
99,00 €
89,00 €
99,00 €
139,00 €
2,30 €
1,60 €
2,90 €
25,00 €
0,20 €
1,00 €
0,50 €
5,00 €
0,30 €
0,20 €
0,30 €
0,30 €
127
Table 8: Fuel Tank, Induction & Exhaust System
No. Description
50
51
52
53
54
55
56
56
57
58
59
59
60
61
65
66
67
68
69
70
71
72
72
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
86
87
88
89
90
91
92
93
94
95
96
97
Originally used in
all
incl. in Pos. 50
Washer M7
all
Nut M7 Brass
all
Fuel Tank Cap
all
Gasket Fuel Tank Cap
all
Fuel Tank Strap (pc.)
all
Fuel Tank Strap incl. 57, 58, 78 (pc.) all
Tank Screw with Trunnions (1 Set) all
Tank Screw with Trunnions (1 Set) all
Gasket Exhaust
all
Gasket Exhaust Big Bore / Clubman all
U-bend
all
Fuel Tank Rubbers (complete set) all
Nut M8
all
Bolt M8x25
all
Clamp
all
unavailable
unavailable
Choke Cable
all
see 72
Fuel Tap Standard
all
Fuel Tap Fast Flow incl. Lever
all
Fuel Tap Fast Flow without Lever all
Joint
all
all
Pin
Fuel Hose (100cm)
all
Fuel Tap Lever
all
Fuel Tank
all
see 57
all
unavailable
Choke Cable Bush Plastic
all
unavailable
unavailable
unavailable
Nut M6
all
Spring Washer M6
all
Inlet Manifold 18mm
all 125-150ccm
Inlet Manifold 20mm
TV 175
Gasket Inlet Manifold
all 125-175ccm
Bolt M6x20
all
unavailable
Spring Washer M6
all
Washer M6
all
Air Scoop Gasket
all
Gasket Air Box
all
unavailable
Nut M6
all
Washer M6
all
unavailable
Article No.
Price
8006995
99,00 €
9901072
8006003
8006420
8006430
8006480
8006481
8006460
8006460
8006000
8006002
8006010
8006554
9901080
9901087
8006050
0,20 €
1,00 €
4,90 €
1,30 €
6,00 €
11,90 €
3,00 €
3,00 €
2,30 €
1,60 €
25,00 €
13,90 €
0,30 €
0,50 €
5,00 €
8006741
3,00 €
8006592
8006599
8006597
8006610
4940049
5250059
8006820
8006470
8,90 €
17,00 €
12,90 €
1,70 €
0,30 €
4,00 €
10,00 €
49,90 €
8006750
3,00 €
9901060
9901063
8006721
8006720
8006730
9901066
0,20 €
0,10 €
14,90 €
14,90 €
1,30 €
0,30 €
9901063
9901062
8006546
8006670
0,20 €
0,10 €
3,00 €
2,50 €
9901060
9901062
0,20 €
0,10 €
No. Description
98 unavailable
99 unavailable
100 unavailable
101 Air Filter
102 Clamp
103 see 102
104 Air Hose
104 Air Hose (Framebreather)
105 unavailable
106 unavailable
107 Valve for Air Hose
108 Cap for Air Hose
109 Locking Ring
110 Overvalve Hose colourless
Originally used in
Article No.
Price
from Series 1 V.2
from Series 1 V.2
8006861
8000017
7,50 €
1,50 €
all from Series 1 V.2
Serie 1 V.1
8006950
8006957
12,00 €
12,00 €
LI 3, LIS, SX, TV 3
8008493
8006956
8008494
5250016
4,50 €
3,50 €
2,50 €
1,80 €
128
Call - +49 (0) 22 38 307 430
Table 9: Frame
No. Description
1
2
2
3
4
5
6
6
6
8
9
9
10
17
17
18
19
20
21
22
23
23
24
24
25
26
27
28
28
29
29
29
30
30
30
30
31
32
32
unavailable
Petrol Cap Cover with lock Chrome
Petrol Cap Cover with lock Chrome
Pin Petrol Cap Cover
Toolbox Cover
PiN Toolbox Cover
Tool Box Lock 16mm
Tool Box Lock 20mm
Tool Box Lock without Lever
unavailable
Rubber Plug black
Rubber Plug grey
Rear Shock Absorber (complete)
Nut M16
Nut M16 self locking
Washer M16
Footboard Support
Bolt M6x25
Nut M6
Spring Washer M6
Side Panel Rubbers grey (Pair)
Side Panel Rubbers black (Pair)
Tool Box Buffer (Bottom) (pc.)
Tool Box Buffer (Top) (pc.)
Petrol Tap Grommet
Stand Spring
Lower Frame Cone Cover
Lower Frame Cone
Dust Cover bottom
Racing Bearing Set (7 pcs.)
Main Stand
Main Stand Chrome
Main Stand Stainless Steel
Stand Feet black (pair)
Stand Feet grey (pair)
Stand Feet blue (pair)
Stand Feet red (pair)
Stand Pin
Stand Clamp (Pair)
Stand Clamp (Pair)
40
Originally used in
Article No.
Price
LI, LIS, SX, TV
GP (DL)
all
Indian
all Series 3
all Series 3
GP (DL) Indian
GP Indian
8207021
8107021
8007030
8007040
8007050
8007061
8007060
8007062
13,90 €
13,90 €
1,20 €
15,90 €
1,20 €
12,90 €
12,90 €
13,00 €
all
all
all Series 3
all
all
all
all Series 3
all
all
all
all
all
all
all
all
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all
all
all
all
all
all Series 3
all Series 3
8001141
8001142
8007100
9901160
9901161
8001560
8007190
9901067
9901060
9901063
8007230
8007231
8007240
9000086
8007250
8007260
8007270
8007280
8009850
8007281
8007290
8007291
8900001
8007300
8007301
8007302
8007303
8007310
8007320
8900006
1,00 €
1,00 €
46,90 €
0,90 €
1,30 €
0,50 €
6,00 €
0,30 €
0,20 €
0,20 €
9,90 €
9,90 €
1,00 €
1,00 €
1,20 €
4,90 €
4,50 €
9,20 €
3,50 €
45,00 €
29,90 €
35,90 €
54,90 €
8,90 €
8,90 €
8,90 €
8,00 €
1,00 €
6,90 €
12,90 €
No. Description
32
32
32
32
33
34
35
36
36
37
37
37
40
Splash Plate (Casa Lambretta)
Splash Plate with Holes
Splash Plate Chrome
Splash Plate Stainless Steel
Bolt M8x30
Nut M8
Spring Washer M8
Reinforcing Plate Main Stand -SSFuel Tank Rubbers (complete kit)
Fuel Tank Rubbers (complete kit)
Side Panel Buffer
Side Panel Buffer
Side Panel Buffer with Spring
Frame Strut rear
Ring under Headset
Originally used in
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
all Series 3
GP (DL)
LI, LIS, SX, TV
LI (62-63), TV (62-63)
all Series 3 (except above)
all Series 3
all Series 3
LI , LIS, TV Serie 3
Article No.
8007321
8000104
8007323
8900005
9901087
9901080
9901083
8900019
8006550
8006553
8007384
8007381
8007380
8107011
5320063
Price
19,00 €
14,90 €
29,00 €
39,90 €
0,50 €
0,30 €
0,30 €
6,90 €
8,90 €
13,90 €
2,80 €
1,90 €
4,00 €
29,00 €
44,90 €
129
Table 10: Frame
No. Description
1
2
3
4
4
5
6
7
8
9
10
11
12
12
13
14
15
16
17
18
19
20
20
21
21
22
22
23
23
24
25
25
25
26
26
26
26
27
28
29
30
31
32
33
33
35
36
Originally used in
Rubber plug grey
all
all
Rear Shock Absorber (complete)
From page 92 you will find all our rear shock absorbers
Washer M16
all
Nut M16
all
all
see 2
see 2
see 2
see 2
see 2
see 2
see 2
Nut M16
all
all
Washer M16
all
Nut M8
all
Spring Washer M8
all
unavailable
Side Panel Rubber
all
Fuel Tank Rubbers (complete set) all
Bolt M8
all
Bolt M5x25
all Series 1 and early 2
Bolt M8x30
all later Series 2
Spring Washer M5
Sping Washer M8
all later Series 2
Main Stand Brackets (Pair)
all Series 1and early 2
Main Stand Brackets (Pair)
all later Series 2
Nut M5
Nut M8
all later Series 2
Main Stand (Stainless Steel)
all
Splash Plate (Stainless Steel)
Splash Plate 4-holes (Stainless Steel) all Series 1 and early 2
Splash Plate (Stainless Steel)
all later Series 2
Stand Feet blue (Pair) incl. 27
all
Stand Feet grey (Pair) incl. 27
all
Stand Feet red (Pair) incl. 27
all
Stand Feet black (Pair) incl. 27
all
Stand Pin
all
unavailable
Pin for Fuel Tap Cover
all
Sidepanel Rubbers grey (Pair)
all
unavailable
Chrome Ring
all
Tool Box Lock
all Series 1
Tool Box Lock
all Series 2
unavailable
unavailable
Article No.
Price
8001142
8007101
1,00 €
46,90 €
8001560
9901160
9901161
0,50 €
0,90 €
1,30 €
9901160
9901161
8001560
9901080
9901083
0,90 €
1,30 €
0,50 €
0,30 €
0,30 €
8007383
8006554
9901089
9901057
9901087
9901053
9901083
8007325
8007320
9901050
9901080
8900002
8007324
8900003
8900004
8007302
8007301
8007303
8007300
8007310
2,80 €
13,90 €
0,30 €
0,50 €
0,50 €
0,10 €
0,30 €
10,00 €
6,90 €
0,30 €
0,30 €
56,90 €
22,00 €
39,90 €
39,90 €
8,90 €
8,90 €
8,90 €
8,90 €
1,00 €
8007030
8007230
1,20 €
9,90 €
8008322
8007063
8007089
29,00 €
15,00 €
19,00 €
No. Description
37
38
39
40
41
42
43
44
unavailable
Pin Toll Box Cover
Buffer
Petrol Tap Grommet
unavailable
Stand Spring
unavailable
Lower Frame Cone (has to be shortened)
Originally used in
Article No.
Price
all
all
all
8007051
8007240
8007250
1,20 €
1,00 €
1,20 €
all
8007260
4,90 €
all
8007280
9,20 €
130
Call - +49 (0) 22 38 307 430
Table 11: Handlebar
No. Description
1
2
2
3
4
5
6
7
7
8
9
9
10
10
11
12
13
14
15
16
17
18
18
19
19
20
Originally used in
Handlebar Collar & Bush Set
all Series 3
Shaft, Throttle/Gear Change
GP (DL)
Shaft, Throttle/Gear Change
LI 3, LIS, SX, TV 3
Shaft End Pin
GP (DL)
Counter Bearing Shaft
all Series 3
Throttle Distance Washer
all
Throttle Washer
all
Series 3 black Handlebar Grips (Pair) all Series 3
Series 3 grey Handlebar Grips (Pair) all Series 3
Throttle Support Screw
all
Handlebar Levers (Pair) with balls
all Series 3
Handlebar Levers (Paar) without balls all Series 3
Throttle Roller (Plastic)
GP (DL), LI, SX late
Throttle Roller (Brass)
LI, LIS, SX, TV
Pin Throttle
Distance Washer 0.4mm
all
unavailable
Cables Guide Clip
all
unavailable
Shaft Clip
all
Shaft Guide
all
Throttle Shaft Guide
GP (DL)
Throttle Shaft Guide
LI 3, LIS, SX, TV 3
Light Switch Housing DL Type
Indian
Light Switch Housing LI 3 Type
Indian GP with indicators
Lever Bolt
all
Lever Bolt Stainless Steel Oversize all
Lever Bolt Stainless Steel
all
21 unavailable
22 unavailable
23 Lever Antivibration Spring
all
24 Antivibration Spring Cover
all
25 Steering Lock Bolt
all
26 Steering Lock
all Series 3
27 see 26
28 Spring Washer M5
all
29 Bolt M5
all
30 Steering Locking Ring
all
31 Steering Locking Washer
all
32 Upper Steering Cup
all
33 Upper Steering Race
all
34 Upper Steering Cone top top
all Series 3
35 Handlebar Cover
GP (DL)
40 Bolt M6x25
all
41 see 11
42 Gearchange Roller (Plastic)
42 Gearchange Roller (Brass)
LI, LIS, SX, TV
43 Handlebar bottom
GP (DL)
Article No.
Price
8008010
8008020
8008021
8008030
8008040
8008050
8008060
8008070
8008071
5230087
8008090
8008091
8108100
8208100
8008030
8008120
1,50 €
7,50 €
7,50 €
0,50 €
0,70 €
0,50 €
1,00 €
9,90 €
9,90 €
0,60 €
10,90 €
10,90 €
3,00 €
6,50 €
0,50 €
1,00 €
8008140
1,30 €
8008160
8008170
8008180
8008181
8008190
8008191
8008200
8900009
8900008
1,20 €
1,00 €
7,50€
14,00 €
12,90 €
12,90 €
2,00 €
7,50 €
7,50 €
19062021
19062019
8008263
8008260
1,00 €
0,90 €
1,00 €
12,50 €
9901053
5150014
8008300
8008310
8008320
3720010
8008340
8108350
9901067
0,10 €
0,60 €
3,00 €
1,50 €
10,00 €
2,10 €
5,00 €
27,90 €
0,30 €
8108420
8308420
8108430
3,00 €
9,00 €
57,90 €
No. Description
44
45
46
47
48
49
49
50
51
52
Steering Clamp Bolt
Spring Washer M10
Steering Clamp
Spring Washer M6
Nut M6 self locking
Gearchange Collar
Gearchange Collar
Guide Gearchange Unit
Gearchange Unit
see 9
Originally used in
all
all
all Series 3
all
all
all Italian and Spain
GP Indian
all Series 3
Indian
Article No.
8008440
9010041
8008460
9901063
9901061
8008490
8008491
8008500
8008510
Price
2,90 €
0,60 €
19,90 €
0,20 €
0,30 €
1,50 €
1,00 €
1,00 €
14,90 €
131
Table 12: Handlebar
No. Description
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
18
18
19
19
20
21
22
23
24
25
26
27
28
29
30
31
40
40
41
42
42
43
44
45
46
47
48
49
50
51
52
unavailable
unavailable
unavailable
unavailable
Handlebar Grips grey (Pair)
unavailable
unavailable
unavailable
Distance Washer 0.4mm
unavailable
unavailable
unavailable
Shaft Clip
Cables Guide Clip
Shaft Guide
unavailable
Antivibration Spring Levers
Lever Bolt
Lever Bolt stainless Steel
Lever Bolt stainless Steel Oversize
Levers Casa Lambretta (pc.)
Levers with Ball (Pair)
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
Steering Lock
see 26
unavailable
Antivibration Spring Cover
unavailable
Bolt Wiring Box
Speedo Glas
Speedo Glas
Gasket Speedo Glas
Jam Headlight Control
Jam Headlight Control
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
unavailable
Originally used in
Article No.
Price
all Series 2, Li Series 1 8408070
9,90 €
all
8008120
1,00 €
all
all
all
8008160
8008140
8008170
1,20 €
1,30 €
1,00 €
all
all
all
all
all
all
19062021
8008200
8900008
8900009
8008094
8008093
1,00 €
2,00 €
7,50 €
7,50 €
9,00 €
9,90 €
all
8008262
24,90 €
all
19062019
0,90 €
all
Series 1
Series 2
all
Series 1
Series 2
5150014
8409591
8409590
8409600
8212118
8212117
0,60 €
10,00 €
5,00 €
4,00 €
2,00 €
2,00 €
No. Description
53
54
55
55
56
57
58
59
60
61
62
63
Gearchange Collar
unavailable
Lever Casa Lambretta (pc.)
Levers with balls (Pair)
Steering Clamp
unavailable
unavailable
Steering Locking Ring
Steering Locking Washer
Upper Steering Cone top top
Upper Steering Race
unavailable
Originally used in
Article No.
8008491
1,00 €
all
all
Series 2
8008094
8008093
8008461
9,00 €
9,90 €
19,90 €
all
all
all
all
8008300
8008310
8008320
3720010
3,00 €
1,50 €
10,00 €
3,50 €
all
Price
132
Call - +49 (0) 22 38 307 430
Table 13: Fork & Speedo
No. Description
53
54
55
55
55
55
56
56
56
57
58
59
59
59
59a
59a
59a
59a
59a
59a
59a
59a
59a
59a
60
60
61
61
61
61
61
61
61
61
61
61
61
61
61
61
62
62
63
64
65
65
66
66
unavailable
unavailable
Speedo Cable complete grey
Speedo Cable complete grey
Speedo Cable complete black
Speedo Cable complete black
Speedo Cable Inner
Speedo Cable Inner
Speedo Cable Inner
unavailable
unavailable
Speedo Glas Series 3
Speedo Face Cover 80km/h
Speedo Face Cover100km/h
Gasket Speedo Glas
Gasket Speedo Glas
Speedo Lambretta 80km/h
Speedo Lambretta 70mph
Speedometer Ring
Speedometer Ring
Speedometer Bulb
Speedometer Bulb Holder
Fork Spring Stop (pc.)
Fork Spring Stop double thickness (pc.)
Spring (pc.)
Spring reinforced (Pair)
Originally used in
Series 1/2, Series 3 -62
Series 3 Italian, Spain
Series 3 Indian
Series 1/2, Series 3 -62
Series 3 Indian
all Series 3
all Series 2
all Series 1
LI 125 Series 1/2
LI 125 Series 3
LI 150 Series 1/2
LI 150 Series 3, LIS
GP (DL) 125
TV 175 Series 2
SX 150, TV 3
GP (DL) 150
SX 200
GP (DL) 200
all Series 3
all Series 2
LI 125 Series 2
LI 125 Series 3
LI 150 Series 2
LI 150 Series 3, LIS
TV 175 Series 2
SX 150, TV 3
GP (DL) 150
SX 200
GP (DL) 200
GP (DL) 125-150
TV Series 3, SX
Series 3
SX200
GP (DL) 200
all Series 3
all Series 2
all
all
GP (DL)
GP (DL) Tuning
all
Tuning
Article No.
Price
8409550
8009550
8009552
8009551
8409560
8009560
8009561
8,00 €
8,00 €
8,00 €
8,00 €
3,50 €
3,50 €
3,50 €
8009590
8409590
8409591
8009615
8009618
8009616
8009619
8009626
8009617
8009621
8009625
8009622
8009637
8009600
8409600
8009863
8009627
8009862
8009610
8009861
8009628
8009632
8009629
8009611
8009635
8009614
8009633
8009634
8009636
8009620
8009592
9512003
8009640
8009650
8030007
8009660
8030006
5,00 €
5,00 €
10,00 €
16,50 €
16,50 €
16,50 €
16,50 €
16,50 €
16,50 €
16,50 €
16,50 €
16,50 €
16,50 €
4,00 €
4,00 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
52,90 €
2,30 €
10,00 €
1,20 €
3,60 €
2,80 €
4,60 €
8,00 €
29,00 €
No. Description
67
68
69
69
70
71
72
73
74
75
76
76
77
77
78
79
79
80
80
81
82
83
84
85
86
86
87
88
89
89
90
91
Nut M6
Spring Washer M6
Front Dampers (pc.)
Front Dampers Chrome (Pair)
Bolt M6x30
unavailable
Washer M6
Nut M6
Spring Washer M6
Stud (pc.)
Fork Piston (pc.)
Fork Piston (pc.)
Forklink Overhaul Kit (incl. 78, 90, 91, 92)
Forklink Overhaul Kit (incl. 78, 90, 91, 92)
see 77
Forklink Buffer top
Forklink Buffer top
Forklink Buffer bottom
Forklink Buffer bottom
Link Spacer Cap (pc.)
Fork
Lower Steering Race
Lower Steering Cup
Lower Cup Protection Plate
Fork Cable Clip
Fork Cable Clip Stainless Steel
Forklink right Drum brake
Forklink Ball (pc.)
Forklink left Drum brake
Forklink Disc Brake (Pair)
unavailable
Serrated Washer
Originally used in
Article No.
Price
all
all
all
all
all
9901060
9901063
8030005
8030004
9901068
0,20 €
0,20 €
24,90 €
55,00 €
0,30 €
all
all
all
all
LI , LI S, SX, TV
GP (DL)
all Series 1 and 2
all Series 3
9901062
9901060
9901063
8009750
8009761
8009760
8009774
8009775
0,10 €
0,20 €
0,20 €
3,00 €
13,00 €
10,00 €
9,00 €
7,90 €
GP (DL)
LI, LI S, SX, TV
GP (DL)
LI, LI S, SX, TV
all
GP (DL) 200
all
all
all
all
all
GP (DL) 125-150
GP (DL)
GP (DL) 125-150
GP (DL)
8109790
8209791
8109800
8209800
8009810
8109823
3720011
8009840
4950045
8009860
5320069
8009892
8009880
8009891
8009895
2,00 €
4,00 €
2,00 €
4,00 €
1,50 €
100,00 €
4,00 €
6,00 €
3,00 €
3,00 €
7,90 €
19,90 €
2,50 €
17,90 €
79,90 €
all
9901123
0,20 €
133
Table 14: Drum Brakes
No. Description
1
2
3
4
5
6
7
8
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
31
32
32
32
33
34
36
37
39
Rear Brake Drum
Rear Brake Drum Chrome
Brake Shoes
Brake Shoes
Brake Shoes Antiaqua
Brake Drum Cone
Brake Shoe Spring
Washer 13x18x1
Brake Cam
Brake Cam
O-Ring 12mm
Rear Brake Lever
Rear Brake Lever CHROME
Circlip 10mm
unavailable
Front Hub Back Plate
O-Ring 12mm
Front Brake Lever
Dome Nut
Front Axle Washer Stainless Steel
Circlip 10mm
Nut
Front Axle Washer Stainless Steel
Front Axle Drum Brake
Spacing Washer
Brake Shoe Circlip
unavailable
Brake Cam front
Brake Cam front
O-Ring 12mm
unavailable
Bearing Front Wheel
Bearing Front Wheel (capsuled)
Oil SeaL Front Wheel
Front Axle Distance piece
Speedometer Drive Housing
Rear Hub Spring Washer
Rear Hub Nut
Rear Hub Nut CHROME
Rear Hub Lock Kit* M6
Rear Hub Lock Kit* M7
Rear Hub Lock Kit* M7 Stainless Steel
Allen Screw
Washer M8
Hub Stud (pc.)
Brake Shoe Spring
Brake Shoes
Originally used in
Article No.
Price
all
all
GP (DL)
LI, LI S, SX, TV
LI, LI S, SX, TV
all Series 3
all
all
LI, LI S, SX, TV
GP (DL)
all
all
all
all
8010010
8010013
8110020
8210020
8210022
8010030
8010040
8003050
8010060
8110060
8003070
8010070
8010071
8003010
49,00 €
59,90 €
16,90 €
16,90 €
16,90 €
4,50 €
1,30 €
0,30 €
8,90 €
8,90 €
0,30 €
6,50 €
7,50 €
0,30 €
all
all
all
all
all
all
all
all
all
all
GP (DL)
8010110
8003070
8010130
8010140
8010150
8003010
9901100
8010150
8010190
8010200
8110210
24,90 €
0,30 €
10,00 €
3,00 €
1,50 €
0,30 €
1,00 €
1,50 €
15,00 €
0,80 €
0,80 €
GP (DL)
LI, LI S, SX, TV
all
8010230
8010231
8003070
8,90 €
8,90 €
0,30 €
all
all
all
all
all
all
all
all
Series 1, early Series 2
Series 3, later Series 2
Series 3, later Series 2
all Series 3
all
all
all
GP (DL)
3710010
8010261
8010270
8010280
8010290
8010300
8010310
8010311
8010331
8010331
8900010
8010330
9901082
8010360
8010040
8110020
9,00 €
9,90 €
3,00 €
5,00 €
6,90 €
0,80 €
4,00 €
2,90 €
5,90 €
5,90 €
19,90 €
1,00 €
0,20 €
1,70 €
1,30 €
16,90 €
No. Description
39 Brake Shoes
Brake Shoes Antiaqua
41 Oilseal
42 Speedo Drive (complete)
43 Brake Shoe Circlip
44 Brake Drum front large half
45 Front Axle Distance piece
46 Bearing Front Wheel
Bearing Front Wheel (capsuled)
47 Circlip
49 Bush
50 Oil Seal Front Wheel
51 Nut
52 Locating Spring Plate
53 Dome Nut
54 Rim complete grey
Rim complete Chrome
Rim complete “Wide Rim”
Rim complete “Wide Rim” Chrome
56 Nut M8
Nut M8 self locking
57 Washer M8
59 Tube 10 inch Pirelli
Originally used in
LI, LI S, SX, TV
LI, LI S, SX, TV
alle
alle
GP (DL)
Serie 3
alle
alle
alle
alle
alle
alle
alle
alle
alle
alle
alle
Tuning
Tuning
alle
alle
alle
alle
Article No.
8210020
8210022
8010400
8010420
8110210
8010011
8010450
3710010
8010261
9000047
8010280
8010270
9901100
8010150
8010140
8010540
8010542
8010541
8010543
9901080
9901081
9901082
1010029
Price
16,90 €
16,90 €
4,50 €
8,00 €
0,80 €
39,00 €
3,00 €
9,00 €
9,00 €
1,00 €
3,90 €
3,00 €
1,00 €
1,50 €
3,50 €
25,00 €
32,90 €
46,90 €
56,90 €
0,30 €
0,40 €
0,20 €
8,90 €
134
Call - +49 (0) 22 38 307 430
SX, TV Series 3, GP (DL)
Table 15: Disc Brake
No. Description
1-2 unavailable
3 Circlip
Disc Brake Lever complete
4-5 unavailable
6 Lever Cover “j”
7-11unavailable
12 Brake Pads Disc Brake
13 Front Axle Disc Brake
14 Washer
15 Dome Nut
16 Brake Disc
17 Oil Seal for Speedo Drive
18 Bush for Speedo Drive
19 Stud
20 Dome Nut
21 Washer
22 Adjusting Screw for Brake Pads
23 Nut
24 unavailable
25 Bearing Front Wheel (capsuled)
27 Bush for Front Wheel
28 Speedo Worm Kit
29 unavailable
30 unavailable
31 unavailable
32 Bearing Front Wheel (capsuled)
33 Distance Bush
34 Circlip
36 Stud for Brake Drum
37 Dome Nut
38 Washer
39 Nut
40 Washer
41 Bush
42 Rim complete grey
42 Rim complete Chrome
44 Nut M8
45 Spring Washer M8
46 Nut M8 self locking
47 Spring Washer M8
48 Adjustment Tab Washer
50 Disc Grills (4 pieces)
50 Disc Grills Chrome (4 pieces)
Originally used in
Article No.
Price
SX, TV, GP (DL)
SX, TV, GP (DL)
4940004
8011100
1,60 €
7,00 €
SX, TV, GP (DL)
8011060
8,90 €
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
8011120
8011130
8010150
8010140
8285209
8010400
8010290
8011190
8010140
8010150
8011220
9901080
14,90 €
17,90 €
1,50 €
3,50 €
39,00 €
4,50 €
6,90 €
2,90 €
3,50 €
1,50 €
2,50 €
0,30 €
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
3710010
8010261
8010270
8010280
8010420
9,00 €
9,90 €
3,00 €
3,90 €
8,00 €
Disc Brake Lambretta complete
Probably the most important of the technical innovations introduced
by Innocenti to the scooter market was the disc brake. In fact
Innocenti was the first manufacturer to equip a mass-production
two-wheeler with a disc brake.
The internal, mechanically operated floating disc was first fitted to
the TV 175 Series III. This was then continued with the subsequent
top-of-the-range models TV 200, SX 200 and DL 200. The demand
has seen the prices of used genuine disc brakes rocketing
skywards, which has led to the production of a very good remake of
the DL200 disc brake. The difference to the TV and SX versions are
that the holes in the backplate are slightly smaller and that the
grease nipples have been discontinued something that can easily
be re-installed by drilling a hole in the backplate and then cutting a
thread for the grease nipple.
Apart from the windows for the hub, everything you need for a
complete conversion is included in the kit. Also special disc brake
fork links must be used which are also available as reproductions.
again as DL-types only without grease nipples.
All our disc brakes are made in Italy they are no cheap
pattern items from Asia.
Disc Brake
Forklinks for Disc Brake
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
SX, TV, GP (DL)
3710010
8010261
8010450
9000047
8010270
8010360
8010140
8010150
9901100
8010150
8010280
8010540
8010542
9901080
9901083
9901081
9901083
8011480
8050038
8050082
9,00 €
9,90 €
3,00 €
1,00 €
3,00 €
1,70 €
3,50 €
1,50 €
1,00 €
1,50 €
3,90 €
25,90 €
32,90 €
0,30 €
0,30 €
0,40 €
0,30 €
2,90 €
7,90 €
11,90 €
8011061
8009895
359,00 €
79,90 €
8011061
359.-
135
Table 16: Illumination
LI Series 3, LI S, SX, TV Series 3
No. Description
Rear Light
1 Bolt Rear Light Lens
3 Rear Light Lens Type CEV
3 Rear Light Lens Type Carello
3 Rear LighT Lens Type Aprilia
4 Gasket for Rear Light Lens CEV
5 Rear Light Reflector
8 Rear Light Rubber grey
9 Washer
10 Nut
11 Washer
12 Bulb 6V 21/5W
12 Bulb 12V 21/5W
14 Earth Wire Casa Lambretta
15 Rubber for Ignition Wire
16 Headlamp Plastic (incl. 17, 18)
16 Headlamp Glas (incl. 18, 19, 20, 22, 23)
16 Headlamp Plastic (incl. 17-19, 20, 22, 23)
16 Headlamp Glas (inkl. 17, 18)
17 Bulb Holder Type CEV
18 Bulb Spring Type CEV
19 Trust Clip for Headlight Type CEV
20 Headlight Rim
20 Headlight Rim Typ CEV
20 Headlight Rim Typ APRILIA
20 Headlight Rim Typ CARELLO
21 Bolt for Headlight Rim
22 Earth Wire with Adjusting Bolt
23 Adjusting Bolt Head Light
24 see 18
25 see 17
26 Tubular Lamp 6V 5W
26 Tubular Lamp 12V 5W
27 Headlight Bulb Holder Clip
28 Lense -INNOCENTI29 Bulb 6V 25/25W
29 Bulb 12V 25/25W
29 Bulb 6V 35/35W
29 Bulb 12V 35/35W
30 Gasket Head Light Lense
31 Reflector
31 Reflector
32 Earth Wire with Adjusting Screw
33 see 20
34/35 unavailable
Originally used in
Article No.
Price
all Serie 3
all Serie 3
all Serie 3
all Serie 3
all Serie 3
all Serie 3
all Serie 3
all Serie 3, except GP/DL
all
all
all
all
all
all
all
LI 3
LIS, SX, TV 3
LIS, SX, TV 3
Serveta LI, SX
all Serie 3
all Serie 3
all Serie 3
LIS, SX, TV 3
LI 3
LI 3
LI 3
all Serie 3
all Serie 3
all Serie 3
8212019
8005439
8212010
8212012
8212011
8212028
8212017
8212080
9901062
9901060
9901062
9506021
9512021
8012131
8212150
8212113
8212115
8212111
8212114
8112081
8012121
8012120
8212140
8212142
8212143
8212144
9901036
8012150
8012152
46,90 €
1,50 €
9,90 €
9,90 €
9,90 €
2,90 €
19,90 €
5,00 €
0,10 €
0,20 €
0,10 €
1,30 €
1,90 €
3,80 €
2,10 €
36,90 €
49,00 €
49,00 €
25,00 €
9,00 €
2,00 €
1,50 €
25,90 €
22,00 €
18,00 €
18,00 €
0,50 €
1,70 €
1,00 €
all
all
all
all (Typ CEV)
all
all
all
all
all
LI 3
LIS, SX, TV 3
9506000
9512000
8012060
8007088
9506025
9512036
9506035
9512035
8007087
8312110
8212120
8012150
1,30 €
1,30 €
1,00 €
12,90 €
4,90 €
4,90 €
4,90 €
4,00 €
2,90 €
29,90 €
19,90 €
1,70 €
8006545
1,50 €
Alloy Straps to fix the cables to the frame
136
Call - +49 (0) 22 38 307 430
GP (DL)
No. Description
1
1
2
2
3/4
5
6
7
8
9
10
11
12
13
14
15
15
15
15
16
17
17
18
19
20
20
21
22
Rear Bulb 6V 21/5W
Rear Bulb 12V 21/5W
Rear Light complete
Rear Light Lense
unavailable
Bolt Rear Light Lense M3.5
Earth Wire
Earth Wire Casa Lambretta
Spring Washer M6
Nut M6
Earth Wire
Rubber for Ignition Wire
Spring Washer M6
Wiring Loom Clip
Spring Washer M6
Bulb Holder Headlight
Bulb 6V 25/25W
Bulb 6V 35/35W
Bulb 12V 25/25W
Bulb 12V 35/35W
Headlight Unit complete
Tubular Bulb 6V
Tubular Bulb 12V
Earth Wire
Retaining Spring
Headlight Rim Chrome
Headlight Rim black
Headlight
Bolt M3x30
Originally used in
Article No.
Price
GP, DL
GP, DL
GP, DL
GP, DL
9506021
9512021
8112019
8112010
1,90 €
1,90 €
29,90 €
10,00 €
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
GP, DL
8005439
8012130
8012131
9901063
9901060
8012131
8212150
9901063
8012060
9901062
8112080
9506025
9506035
9512036
9512035
8112111
9506000
9512000
8012150
8012120
8112140
8112141
8012152
9901036
1,50 €
1,00 €
3,80 €
0,20 €
0,20 €
3,80 €
2,10 €
0,20 €
1,00 €
0,10 €
7,90 €
4,90 €
4,90 €
4,90 €
4,90 €
29,90 €
1,50 €
1,50 €
1,70 €
1,50 €
22,90 €
12,00 €
1,00 €
0,50 €
8006545
1,50 €
137
No. Description
1
2
3
3
4
5
6
7
8
9
10
11
12
13
14
15
15a
16
17
18
19
20
21
22
23
24
25
26
27
28
28
29
30
31
32
33
34
35
35
35
36
37
38
39
40
40
41
41
41
unavailable
Tubular Bulb 6V 5W
Rear Light Lense (holes out of line to top)
Rear Light Lense (holes out of line to bottom)
unavailable
unavailable
Rear Light complete (Plastic)
Rear Light Gasket white
Taillight Fixing
Washer M6
Spring Washer M6
Nut M6
Rear Light Lense (holes center)
unavailable
Gasket for Rear Light Lense
Reflector
Rear Light
Bulb 6V 21/5W
Rear Light Rubber
Taillight Fixing
unavailable
Washer M6
Spring Washer M6
Nut M6
unavailable
Earth Wire
Earth Wire Casa Lambretta
Rubber Ignition Wire
Tubular Bulb 6V 5W
see 30
Bulb 6V 25/25W BA20D
Bulb 6V 35/35W BA20D
see 30
Reflector
unavailable
Gasket Headlight Lense
Lense Glas -INNOCENTIunavailable
Headlight Rim
Headlight Rim
unavailable
unavailable
unavailable
unavailable
unavailable
Kill Switch
Ignition Lock
Light Switch
Light Switch
Light Switch
Originally used in
all
Article No.
Price
9506000
8212014
8212027
1,50 €
12,90 €
12,90 €
all
all
all
all
from Series 2 V.2
8212020
8212081
8212024
9901062
9901063
9901060
8212010
19,00 €
5,00 €
6,00 €
0,10 €
0,20 €
0,20 €
9,90 €
from Series 2 V.2
from Series 2 V.2
from Series 2 V.2
from Series 2 V.2
from Series 2 V.2
all
8212028
8212017
5821081
9506021
8212082
8212024
2,90 €
19,90 €
49,00 €
1,90 €
5,00 €
6,00 €
all
all
all
9901062
9901063
9901060
0,10 €
0,20 €
0,20 €
all
all
all
all
8012130
8012131
8212150
9506000
1,00 €
3,80 €
2,10 €
1,50 €
all
all
9506025
9506035
4,90 €
4,90 €
all
8312111
15,00 €
all
all
8007087
8007088
2,90 €
12,90 €
Series 1
Series 2
8212145
8212141
22,00 €
22,00 €
LI Series 1 & 2
TV Series 2
8012132
8012244
8312183
8312184
8012181
12,00 €
39,90 €
39,00 €
39,00 €
29,00 €
Series 1 & Series 2 V.1
LI Series 2 from V.2
TV Series 2
No. Description
42
43
43
43a
44
44
44
45
unavailable
Horn
Horn
Bracket for Horn
Brake Light Switch (1 plug)
Ignition Coil
Originally used in
Article No.
Scooters without Battery
Scooters with Battery
9500613
9500614
8030562
8012281
8012282
8012283
8012230
19,00 €
19,90 €
12,00 €
10,00 €
10,00 €
10,00 €
42,90 €
8006545
1,50 €
Series 2 from 1961
LI125
LI125
LI150, TV175
all
Price
138
Call - +49 (0) 22 38 307 430
Table 19: Frame
No. Description
2
4
9
14
15
16
17
37
40
46
50
51
60
67
68
69
71
72
73
76
85
Originally used in
Side Panel Spring Plate
GP/DL, SX V3, LiS 125 V3, Li4
Side Panel Spring Plate
Li - SX
Sidepanel Lever RHS until 1965
Li3 V1/2, TV, LiS150 V1-3
Sidepanel Lever LHS until 1965
Li3 V1/2, TV, LiS150 V1-3
Sidepanel Lever RHS from 1965
Li 3 V3/4, LiS150 V4, SX
Sidepanel Lever LHS until 1965
Li 3 V3/4, LiS150 V4, SX
Shaft with Roller LHS until 1965
Li3 V1/2, TV, LiS150 V1-3
Shaft with Roller RHS until 1965
Li3 V1/2, TV, LiS150 V1-3
Spring Sidepanel RHS
Spring Sidepanel LHS
Fastener Sidepanels
LI/SX/TV
Rear Mudguard Series 3 Plastic
GP India
Rear Mudgurard Series 3 Metal
all Series 3
Sidepanel Metal LHS
GP/DL
Sidepanel Metal LHS Lambretta Body Bits SX 200
Sidepanel Metal LHS Lambretta Body Bits LiS, SX150, TV, GT
Sidepanel Metal RHS
GP/DL
Sidepanel Metal RHS Lambretta Body BitsSX 200
Sidepanel Metal RHS Lambretta Body BitsLiS, SX150, TV, GT
Floorboard rear RHS
GP/DL
Floorboard rear RHS
LI, LIS, SX, TV
Footboard Strip Set black 4 rear, 2 front GP/DL
Footboard Strip Set grey 4 rear, 2 front LI, LIS, SX, TV
Floorboard Rubbers grey 4 pieces
LI, LIS, SX, TV
Floorboard Rubbers grey 4 pieces
GP/DL
Floorboard Alloy Channels 4 pieces
all Series 3
Toolbox Fastener top
all Series 3
Rubber Bridge Piece rear grey
LI, LIS, SX, TV
Rubber Bridge Piece rear black
GP/DL
Rubber Bridge Piece black
GP/DL
Rubber Bridge Piece Set grey
LI, LIS, SX, TV
Bridge Piece
all Series 3
Bridge Piece chrome
all Series 3
Alloy Endcap
LI, LIS, SX, TV
Alloy Endcaps Nut Middle Front
all Series 3
Alloy Endcap
GP/DL
Set of Alloy Endcaps 8 pieces
GP/DL Set
Toolbox Rubber
all Series 3
Toolbox Metal
all Series 3
Toolbox Fastener bottom
all Series 3
Floorboard rear LHS
DL/GP
Floorboard rear LHS
LI, LIS, SX, TV
Legshield Rubber grey (Pair)
LI, LIS, SX, TV
Legshield Rubber black (Pair)
GP/DL
Bridge Piece Rubber grey
LI, LIS, SX, TV
Bridge Piece Rubber black
GP/DL
Sharktooth Metal (Set)
GP/DL
Legshield Lower Endcap Metal
LI, LIS, SX, TV
Legshield Upper Endcap Metal
LI, LIS, SX, TV
Article No.
8113020
8113042
8113048
8113047
Price
5,00 €
3,00 €
12,50 €
12,50 €
8113045
15,00 €
8113046
15,00 €
8113040
2,50 €
8113041
2,50 €
8113050
9,90 €
8013090 22,90 €
8013156 69,90 €
8013140 99,00 €
8013153 199,00 €
8013155 199,00 €
8013150 99,00 €
8013152 199,00 €
8013154 199,00 €
8013160 39,00 €
8013157 49,90 €
8013183 25,00 €
801318225,00 €
8013370
7,90 €
8013371
9,90 €
8013400 19,00 €
8013460
2,50 €
8013500
2,20 €
8013501
2,20 €
8013506
3,50 €
8013505
3,50 €
8013511
9,90 €
8013513 17,90 €
8013600
1,20 €
8013462
1,20 €
8113601
1,20 €
8113602
10,40 €
8013670
7,50 €
8013680 39,00 €
8013690
2,50 €
8013710 39,00 €
8013158
49,90€
8013720 10,00 €
8013721 10,00 €
8013730
1,60 €
8013731
1,60 €
8013760 10,00 €
8013852
3,00 €
8013854
2,70 €
No. Description
88 Legshield
91 Horncover Rubber black 2 pieces
Horncover Rubber grey 2 pieces
Horncover Rubber Set black 5 pieces
93 Horncover
Horncover chrome
Horncover
95 Horncover Rubber black to mudguard
Horncover Rubber grey to mudguard
96 Horncover Grill Metal
Horncover Grill Metal Chrome
Horncover Grill Slimstyle
Horncover Grill SX
98 Front Mudguard Metal
Front Mudguard Metal Chrome
Front Mudguard SX Metal (Repro)
104 Front Mudguard Rubbers black Pair
Front Mudguard Rubbers grey Pair
Front Mudguard Rubbers grey Pair
Mounting Kit Floor Channels Stainless Steel
Runner Speed Clip
Anti Vibration Rubber 6,5x17x2
Anti Vibration Rubber Kit 18 pieces
Originally used in
Article No.
Series 3
Series 3
Series 3
Series 3
8005061
8005053
8013504
8013410
GP-DL
GP/DL
LI, LIS , SX, TV
GP - DL
GP/DL
GP/DL
8113880
8013911
8013910
8013912
8113930
8113931
LiS150, TV, SX V1/2, LiS125 V2/3 8013914
GP/DL
8013951
LI, LIS, SX, TV
8013950
GP/DL
8113960
GP/DL
8113961
LI
8313960
LIS, SX, TV
8213960
GP/DL
8113980
GP/DL
8113981
LIS, SX, TV
8060018
GP/DL
8013041
LiS, SX, TV
8013040
Li Serie 3
8013042
Price
149,00 €
4,50 €
4,50 €
12,90 €
29,00 €
49,00 €
100,00 €
4,50 €
4,50 €
15,00 €
19,00 €
25,00 €
25,00 €
59,00 €
89,00 €
79,00 €
6,50 €
7,50 €
6,50 €
11,90 €
0,25 €
0,40 €
7,90 €
139
Table 20: Frame
LI Series 1, TV Series 2
No. Description
1
6
7
9
11
Rubber Buffer Rear Mudguard
Spacer License Plate Holder small
Spacer License Plate Holder large
Bolt Lever Fastening
Lever Sidepanel RHS
Lever Sidepanels Complete Pair
17 Rubber Cup Sidepanel Lever
20 Floorboard Strips grey rear 4 pieces
21 see 20
22 Floorboard rear right (Pattern)
23 Runner Speed Clip
24 Rubber Protection Alloy Channels
25 Alloy Channels Set = 6 pieces
36 Sidepanel Lever LHS
Lever Sidepanels Complete Pair
40 Anti Vibration Rubber 6,5x17x2
48 Sleeve Nut for End Cap
59 End Cap Floorboard Channel Metal
60 see 40
64 see 23
68 see 36
70 Toolbox Fastener top
74 Toolbox Metal
75 Toolbox Fastener bottom
76 Rubber Gasket Toolbox
81 Rubber Stop long bottom
82 Rubber Bridge Piece grey Set
83 see 82
84 Alloy Channels Set of 6 pieces
85 Rubber Floor Runner grey Set of 6 pieces
88 Legshield Rubber Endcap
89 see 88
90 Legshield Rubber grey
92 see 59
96 Horncover Rubber Kit grey sideways
97 see 48
99 see 96
100 Horn Cover Rubber grey bottom
101 Front Mudguard (Repro from Polypropylen)
102 see 20
103 see 20
104 Footboard Rear LHS (Repro)
110 Fixing Bracket Horn Cover Badge
119 Rubber Buffer Front Mudguard
120 Horn Grill Series 1/2 round
Horn Grill Series 2 oval
Originally used in
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
Article No.
Price
8113043
5320062
12,50 €
49,90 €
8413180
25,00 €
Series 1/2 LI 150/TV 175
5821082
8005053
8013409
8413181
8113049
5320062
8013504
8013603
8013601
49,00 €
0,25 €
17,90 €
49,00 €
12,50 €
49,90 €
0,40 €
1,75 €
2,20 €
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
8013460
8013680
8013690
8013670
8007240
8013503
2,50 €
39,00 €
2,50 €
7,50 €
1,00 €
3,50 €
all Series 1/2
8013401
8013402
8013850
27,00 €
14,00 €
2,70 €
all Series 1/2
8013720
10,00 €
all Series 1/2
8013913
9,00 €
all Series 1/2
all Series 1/2
8013952
8060019
4,50 €
79,00 €
all Series 1/2
all Series 1/2
5821083
8050047
49,00 €
5,00 €
all Series 1, Serie 2 V1
8313962
8313961
20,00 €
20,00 €
all Series 1/2
all Series 1/2
Series 1/2 LI 125
Series 1/2 Li 125
all Series 1/2
all Series 1/2
all Series 1/2
all Series 1/2
Series 2 V2
140
Call - +49 (0) 22 38 307 430
Tafel 21: Battery, Switches, Rectifiers
No. Description
Originally used in
Article No.
18 Light Switch without screws
Series 1
8312183
Light Switch
LI Series 2
8312184
Light Switch
LI Slimstyle
8312180
Light Switch GP/ LI/ SX /TV schwarz Series 3
8012180
Light switch GP/ LI/ SX /TV weiß
Series 3, TV Series 1/2 8012181
Light Switch
GP Indian with Indicators
8012182
19 Rubber Cover Junction Box (round) Series 3 without battery
8012190
Rubber Cover Rectifier
Series 1-3 with battery
8012430
20 Junction Box Electronic Ignition
Tuning
8012201
Junction Box round
Series 3 without battery
8012200
Voltage Regulator Electronic Ignition Tuning
9100001
21 Spring Washer M6
9901063
22 Nut M6
9901060
23 Ignition Coil Electronic ignition
Tuning
9110018
23 Ignition Coil Contact & Breaker Ignition
Series 1-3
8012230
More Ignition Coils & Spares you will find from page 51, 54, 56
24 Ignition Switch (Casa Lambretta)
8012244
Ignition Switch
Series 3 with battery
8012242
Ignition Switch
8012240
Contact Breaker
Series 1+2
8012241
25 Ignition Switch Rubber
8012250
26 6V/12V Horn
9500613
Horn 6V (universal)
9500006
Bracket for Series 3 Horn
8030562
27 Rubber Cover Brake Light Switch
8012270
28 Brake Light Switch 1 Loch
8012281
Brake Light Switch 2 Loch
8012282
Brake Light Switch 3 Loch
8012283
29 unavailable
30 Rubber Gasket for Wiring Loom
8012300
33 Upper Plate for Wiring Loom passage
8012330
34 Lower Plate for Wiring Loom passage
8012330
35 Contact Breaker Motoplat
8012350
Contact Breaker Marelli Series 1
8012353
Contact Breaker Dansi Series 1, 2, 3 until 62 (4 Pol)
8012355
Contact Breaker Filso Series 1, 2, 3 until 62 (4 Pol)
8012352
Contact Breaker Ducati Series 1, 2, 3 until 62 (4 Pol)
8012354
Contact Breaker Ducati Series 3 from 1963 (6 Pol)
8012351
Pickup (electronic ignition)
9999999
36 Wiring Loom Retaining Plate inner
8012360
37 AF Electronic Ignition complete
GP/DL
8030565
AF Electronic Ignition complete
Li/SX/TV
8030564
AF Flywheel only
DL/GP
8030561
AF Flywheel only
LI, SX, TV
8030563
Electronic Ignition (Indian)
DL/GP
8030553
Electronic Ignition (Indian)
LI, SX, TV
8030554
Price
39,00 €
39,00 €
35,00 €
39,00 €
25,00 €
29,00 €
4,00 €
9,00 €
6,00 €
6,00 €
25,00 €
0,20 €
0,20 €
26,00 €
42,90 €
39,90 €
29,00 €
29,00 €
10,00 €
2,50 €
19,00 €
15,00 €
12,00 €
3,00 €
10,00 €
10,00 €
10,00 €
0,50 €
1,00 €
1,00 €
9,00 €
9,00 €
9,00 €
9,00 €
9,00 €
9,00 €
18,00 €
1,00 €
249,00 €
249,00 €
129,00 €
129,00 €
149,00 €
149,00 €
No. Description
38
39
40
41
42
Flywheel electronic ignition (indian)
Flywheel electronic ignition (indian)
Stator Plate electronic ignition
Spring Washer Standard Flywheel
Nut Flywheel
Nut Flywheel
NuT Flywheel
Dustcap Indian Flywheel
Dustcap Ducati Flywheeli
Dustcap AF Flywheel (Plastic)
Circlip Dustcap
Condensor Marelli 4 Pol
Condensor Filso 4 Pol
Condensor Dansi 4 Pol
Condensor Ducati 4 Pol
Condensor Ducati 6 Pol
Condensor Motoplat
Battery Tank Strap
Originally used in
DL/GP
SX, LI, TV cone
Article No.
Price
Series 1
Series 1 - 3 until 62
Series 3 from 1963
Motoplat
8030550
8030551
8030552
8012380
8012390
8012390
8012392
8012400
8012402
8012401
8012410
8012427
8012425
8012426
8412420
8012420
8012421
109,00 €
109,00 €
79,00 €
0,70 €
3,00 €
3,00 €
3,00 €
4,60 €
10,00 €
10,00 €
2,50 €
7,00 €
7,00 €
9,00 €
7,00 €
7,00 €
9,00 €
Series 3
353081
14,90 €
GP/DL
LI, SX, TV
Series 1/2
141
Tafel 22: Cables and Controls
No. Description
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
Adjuster Screw rear Brake Cable
Cable Ferrule
Originally used in
Trunnion short
Gear Tie Rod Cover
Gear Tie Rod
Clutch cable inner
Circlip
Washer 10 mm
Trunnion short
Gear Pivot Swivel Upper
Trunnion long
see 1
Brake Cable Ferrule
Rear Brake Cable inner
Spring Washer
Nut
Rear brake Cable complete, black
Rear brake Cable complete, grey
Adjuster Screw M7
Nut M7
Adjuster Screw M 7
Clutch Cable complete, black
Gear Cable complete, grey
Gear Cable complete, black
Bolt
Spring Washer
Gear Pivot Swivel Lower
unavailable
Protection Clutch/Gear Cables
Bolt
Spring Washer
Cable Adjuster Block
Cable Adjuster Block MBD
Cable Adjuster Block MBD polished
Rear Brake Cable Locating Plate
unavailable
see 29
Gear-Clutch Cables Plate
Series 3
Gear-Clutch Cables Plate
Series 1/2
Cable Tube grey
Cable Tube black
Cable Clamp Set
Spring Washer
Article No.
8014010
8014020
Price
6,50 €
1,00 €
8014060
8014070
8014080
4350009
8003010
2,00 €
2,50 €
5,00 €
1,50 €
0,30 €
8014060
8014131
8014140
2,00 €
6,00 €
2,00 €
8014190
4350015
9901063
9901060
2,00 €
2,50 €
0,20 €
0,20 €
8014240
8014241
4350031
9901070
4350031
5,00 €
5,00 €
1,10 €
0,30 €
1,50 €
8003290
9901063
8014130
0,30 €
0,20 €
4,50 €
14156401
8003290
9901063
8014370
8020060
8020061
8014380
1,50 €
0,30 €
0,20 €
6,90 €
25,90 €
32,90 €
2,00 €
8014410
8014412
14156404
14156403
8014430
9901116
3,00 €
3,50€
2,00 €
1,00 €
3,50 €
0,50 €
Nr. Description
No.
Bezeichnung
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
65
67
68
69
70
71
72
73
74
75
76
Verbaut
Originallyinused
Modell
in
Nut
Washer M 4
Pin
Circlip 12 mm
Washer M 12
Bushing Rear Brake Lever
Rear Brake Spring
Washer M 12
Brake Lever
Throttle Cable complete, grey
Throttle Cable complete, black
Throttle Cable XL complete, black
Rubber for Ignition Wire/Throttle Cable
Rubber Protection Rear Brake Cable
Bolt Rear Brake Cable
Brake Clamp Pin
Brake Lever Rubber black
Series 1 - 3
Brake Lever Rubber grey
Series 1 - 3
Brake Lever Rubber blue
Series 1 - 3
Brake Lever Rubber red
Series 1 - 3
Alloy Cable Straps
Series 1 - 3
Adjusting Screw Front brake Cable Series 1 -3
Cable Ferrule Front Break
unavailable
unavailable
Brake Cable front, inner
Brake Cable front, complete, grey
Brake Cable front, complete, grey, Teflon lined
LeveR cable Barrel
Bolt M 5 x 10
Spring Washer
unavailable
Cable Ferrule
Cable kit complete, grey Teflon lined
Cable kit complete, black Teflon lined
Article
Artikel No.
Nr. Preis
Price
9901113
0,50 €
4940049
8014480
0,30 €
0,30 €
8014500
8014510
2,50 €
3,50 €
8014530
18,90 €
4350006
8212150
14156402
8014570
8014580
8014590
8014591
8014593
8014592
8006545
8014650
8014020
3,50 €
2,10 €
2,00 €
2,20 €
2,00 €
3,00 €
3,00 €
3,00 €
3,00 €
1,50 €
6,50 €
1,00 €
4350009
1,50 €
4350012
4350029
5,50 €
1,10 €
9901053
0,10 €
8014021
1,20€
8002190
8002195
26,00 €
26,00 €
142
Call - +49 (0) 22 38 307 430
GP (DL)
Table 23: Misc
No. Description
1
2
3
4
5
6
6
7
8
9
10
10
10
10
10
10
11
12
12
13
14
14a
15
16
17
18
19
20
21
22
23
24
25
25
25
26
27
27
27
27
27
27
29
29
30
30
30
Originally used in
Seat Cover black
GP-DL
Seat Frame
GP-DL
unavailable
Mudflap black
GP-DL
Badge -INNOCENTIGP-DL
unavailable
Rear Frame Grill Chrome
GP-DL
Rear Frame Grill Alloy
GP-DL
Crank
GP-DL
Spring Washer
GP-DL
Bolt M5 x 25
GP-DL
Stripes white (Set)
GP-DL
Stripes silver (Set)
GP-DL
Stripes glossy black (Set)
GP-DL
Stripes black matt finished (Set)
GP-DL
Stripes red (Set)
GP-DL
Stripes chrome (Set)
GP-DL
Speed Fastener
GP-DL
Grill Sidepanel RHS
GP-DL
Grill Sidepanel LHS
GP-DL
see 14a
Tool Roll Lambretta grey
GP-DL
Tool Roll blue incl. Tools
GP-DL
Spark Plug Spanner
GP-DL
Allen Key 3.5 mm
GP-DL
Screw Driver
GP-DL
Bolt
GP-DL
Washer
GP-DL
Bolt
GP-DL
Washer
GP-DL
Spring Washer
GP-DL
Nut
GP-DL
unavailable
Badge -TS1Tuning
Badge -j- black
GP-DL
Badge -j- silver
GP-DL
Badge -LAMBRETTAGP-DL
Badge -GRAND PRIX 125GP
Badge -DL 125DL
Badge -DL 150DL
Badge -DL 200DL
Auxiliary Damper Mounting Kit Clip On Tuning
Auxiliray Damper top to weld on (Pair)
Tuning
Auxiliary Damper Chrome incl. 29 Tuning
Auxiliary Damper Chrome (Pair)
Tuning
Auxiliary Damper Standard (pc.)
GP-DL
Article No.
Price
8040104
5320055
69,00 €
99,00 €
8013091
8050025
6,00 €
9,00 €
8050032
8050031
8050053
9901053
9901057
8050078
8050079
8050037
8050095
8050076
8050077
8050054
8050035
8050036
39,00 €
15,00 €
2,00 €
0,10 €
0,50 €
9,90 €
9,90 €
9,90 €
9,90 €
9,90 €
19,90 €
0,50 €
4,00 €
4,00 €
8050083
8001212
1800010
8099014
1800011
9901108
9901082
9901108
9901082
9901083
9901080
15,00 €
24,90 €
4,00 €
2,80 €
2,80 €
0,50 €
0,20 €
0,50 €
0,20 €
0,30 €
0,30 €
8050005
8050008
8050006
8050023
8050044
8050055
8050018
8050020
8050021
8050022
8030012
8030013
8030011
8030004
8030005
9,90 €
2,56 €
7,50 €
12,00 €
17,00 €
17,00 €
18,90 €
12,00 €
12,00 €
12,90 €
29,90 €
9,00 €
79,00 €
55,00 €
24,90 €
No. Description
Originally used in
Article No. Price
8030010
9901061
9,00 €
0,30 €
Sticker -ELECTRONICSticker Ink Spot white
Sticker Ink Spot silver
Sticker Ink Spot black
Sticker Ink Spot red
Sticker Ink Spot Chrome
DL
DL
DL
DL
DL
8050039
8050080
BGM9210A
8050034
BGM9210R
BGM9210C
5,00 €
4,00 €
4,00 €
4,00 €
4,00 €
6,00 €
Sticker Checkerflag white
Sticker Checkerflag silver
Sticker Checkerflag black
Sticker Checkerflag red
Sticker Checkerflag chrome
GP
GP
GP
GP
GP
BGM9211W
BGM9211A
8050081
BGM9211R
BGM9211C
4,00 €
4,00 €
4,00 €
4,00 €
6,00 €
31 Auxiliary Damper bottom Clip On
32 Nut M 6 self locking
Tuning
143
Table 24: Misc
LI Series 1-3, LI S, SX, TV Series 2-3
No. Description
1
1
2
3
3
4
5
6
7
8
9
10
11
12
12
12
12
12
12
12
13
13
13
13
14
14
14
14
14
14
14
15
15
16
17
18
19
20
21
22
23
24
25
25
25
26
27
Cover Single Seat black
Frame Single Seat Front
Seat Strap Single Seat black
Cover Single Seat black
Frame Single Seat Rear
Bolt M 8 x 30
Washer M 8
Spring Washer M 8
Nut M8
Bolt M8 x 30
Washer M8
Spring Washer M8
Nut M8
Seat Cover black
Seat Cover red
Seat Cover blue
Seat Cover green
Seat Cover red-white
Seat Cover blue-white
Seat Frame
Seat Strap black
Seat Strap red
Seat Strap blue
Seat Strap green
Badge -Lambretta InnocentiBadge -TV 200Badge -TV 175Badge Golden -SPECIALBadge Silver -SPECIALBadge -LI 150Badge -LI 125Bracket for Badge
Grill
Locking Plate
Spring Washer M5
Nut M5
Nut
Spring Washer M5
Bolt M5 x 25
unavailable
Mudflap grey
Sidepanel Flashes (Set - 4 pieces)
Badge -LAMBRETTA- (pc)
Badge -LAMBRETTA- (Pair)
Badge -TV 175- Sidepanel
Spark Plug Spanner
Allen Key 3.5 mm
Originally used in
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
Series 1-3
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX, TV
LiS, SX
TV3
TV3
LIS
LIS
LI3
LI3
Article No. Price
Series 1 & 2
all
all
all
all
all
all
8040102
8040118
8040116
8040102
8040119
9901108
9901082
9901083
9901080
9901108
9901082
9901083
9901080
8040101
8040107
8040109
8040108
8040114
8040113
8040117
8040110
8040111
8040106
8040112
8050028
8050075
8050052
8050049
8050027
8050051
8050050
8050029
8050064
8050053
9901053
9901050
9901050
9901053
9901058
44,90 €
79,90 €
19,90 €
44,90 €
79,90 €
0,50 €
0,20 €
0,30 €
0,30 €
0,50 €
0,20 €
0,10 €
0,30 €
69,00 €
69,00 €
69,00 €
69,00 €
69,00 €
69,00 €
149,00 €
18,90 €
18,90 €
18,90 €
18,90 €
13,00 €
13,00 €
13,00 €
13,00 €
13,00 €
13,00 €
13,00 €
22,90 €
29,00 €
2,00 €
0,10 €
0,30 €
0,30 €
0,10 €
0,30 €
all Series 3
LiS, SX150
LI3, LIS, SX, TV
Series 1/2
TV Series 1/2
all
all
8013092
8050026
8050016
8050048
8050071
1800010
8099014
6,00 €
29,90 €
15,00 €
49,00 €
19,00 €
4,00 €
2,80 €
No. Description
Originally used in
29 Tool Box Roll grey
all
Tool Box Roll with Tools
India
30 Screwdriver universal
all
31 Sticker Fuel Tank red
from 1966
31 Sticker Fuel Tank green
until 1966
33 Bolt M8 x 30
all
34 Washer M8
all
35 Spring Washer M8
all
36 Nut M 8
all
37 Flashes SX 200 (Set - 2 pieces)
SX200
38 Sidepanel Flashes (Set - 4 pieces)
LIS, SX150
39 Bolt M8 x 30
all
40 Washer M8
all
41 Spring Washer M8
all
42 Nut M8
all
43 Auxiliary Damper Mounting Kit Clip On Tuning
Auxiliray Damper top to weld on (Pair)
Tuning
30 Auxiliary Damper Chrome incl. 29 Tuning
30 Auxiliary Damper Chrome (Pair)
Tuning
30 Auxiliary Damper Standard (pc.)
GP-DL
44 Auxiliary Damper Chrome incl. 29 Tuning
30 Auxiliary Damper Chrome (Pair)
Tuning
GP-DL
GP-DL
45 Auxiliary Damper bottom Clip On
Tuning
46 Nut M 6 self locking
47 Badge Horncover
LI, LIS, SX, TV Ser.1-3
47 Rectangualar Badge Horncover
LiS 125, SX ab V.2
47b Badge Support
Series 3
47b Badge Support
Series 2
48 Badge Lambretta -X 200SX200
48 Badge Lambretta -X 150SX150
50 Badge "Lambretta"
LI, LIS, TV
51 Badge -LI 125LI125
52 Badge -LI 150LI150
53 Badge -TV 175TV175
53 Badge -TV 200TV200
54 Badge -125LIS 125
55 Badge -LambrettaLiS 125, SX 150 - 200
56 Badge -SpecialLIS, SX
57 Badge -SilverLIS 150 Silver
58 Badge -GoldenLIS 150 Golden
59 Flash For Front Mudguard
SX 150
Article No. Price
8050083
8001212
1800011
353084
353085
9901108
9901082
9901083
9901080
8050057
8050026
9901108
9901082
9901083
9901080
8030012
8030013
8030011
8030004
8030005
8030011
8030004
8030005
8030005
8030010
9901061
8050010
8050058
8050046
8050047
8050003
8050004
8050024
8050014
8050013
8050012
8050042
8050062
8050040
8050000
8050063
8050001
8050033
15,00 €
24,90€
2,80 €
2,50€
2,50€
0,50 €
0,20 €
0,30 €
0,30 €
59,00 €
29,90 €
0,50 €
0,20 €
0,30 €
0,30 €
29,90 €
9,00 €
79,00 €
55,00 €
24,90 €
79,00 €
55,00 €
24,90 €
24,90 €
9,00€
0,30 €
14,00 €
14,00 €
5,00 €
5,00 €
12,00 €
12,00 €
12,00 €
12,00 €
12,00 €
12,00 €
12,00 €
12,00 €
18,00 €
14,50 €
12,00 €
12,00 €
22,50 €
powered by
Alex Häcker (age 29)
Stoneheads SC Racing Team
The Stoneheads SC Racing Team was founded in 2002 and of
course all riders are member of the Club (www.stoneheads.de).
Since 2006 there are six riders in the team so they cover all four
ESC classes.
The Stoneheads SC itself is organizing the ‘Run & Race’ event
since 2003 (www.rundandrace.de), which combines a complete
scooter rally with a big ESC Scooter Race.
It is very successfull within the ESC series.Since it was founded in
2004 they have collected three 1sts, three 2nds and one 3rd
overall standings. This means eleven 1sts, seventeen2nds and
eight 3rd places during races.
The Stoneheads SC Racing Team is glad to have sponsors like
Continental and Scooter Center. In both cases the relationship is
not a one way affair. They represent their sponsor on national
events as well as on international events. In this way as well as on
a personal level the co-operation is win win situation for both
parties.
· SH RT since 2002
· Vespa V50 kitted with Malossi 136 cc
· ESC Group II
2004 Swedish Champion
Marco Büttner (age 29)
· SH RT since 2002
· Lambretta TV with TS 1 245 cc
· ESC Group IV
2004 3rd Swedish Championship
2005 ESC Champion
2006 ESC Runner Up
Falco Engelfried (age 30)
· SH RT since 2002
· Vespa PX & VNB with Polini 152 cc
· ESC Group III
2004 ESC Runner Up
2005 ESC Champion
2006 ESC Champion
Florian Hillebrecht (age 25)
· SH RT since 2006
· Vespa Special kitted with 121 cc Malossi
· ESC Group I
2006 ESC Runner Up (121 cc Malossi)
Andreas Preidl (age 30)
· SH RT since 2006
· Vespa PX with Malossi 220 cc
· ESC Group IV
2005 3rd place
Christian Kachel (age 25)
· SH RT since 2006
· Vespa V50 with 133 cc Polini
· ESC Group II (133 cc Polini)
145
Restauration Basics
Bearings
F
All the bearings we sell are branded items of SKF or FAG. These bearings are
very long lasting and are at least original equipment manufacturer quality. The
only bearing which isn’t of the mentioned manufactureres is the final drive
bearing which we source from Casa Lambretta.
LI Serie 1
(not for TV)
3730010
107,00 €
LI, SX, TV Serie 2 & 3 (without final drive bearing)
3730013
67,00 €
LI, SX, TV Serie 2 & 3 (with Casa Lambretta final drive bearing) 3730009
109,00 €
DL/GP
(with Casa Lambretta final drive bearing)
3730008
107,00 €
DL/GP
(without final drive bearing)
3730012
69,00 €
f
Bearings
Crankshaft Drive Side
Roller bearing 6305
Roller bearing 6305 - TN9 plastic cage
Roller bearing 6305 - 2ZR both sides capsuled
8002070
8002070TN
8002071
10,90 €
19,90 €
17,00 €
8002110
8002111
8002112
29,00 €
35,00 €
35,00 €
8001191
8004110
8004200
8004201
8004390
3710010
5,00 €
4,90 €
9,50 €
11,00 €
25,00 €
9,00 €
f
Crankshaft Flywheel Side
Roller bearing NU205 Li, SX, TV, LiS, GT
Roller bearing NU2205 DL, GP
Roller bearing NU 205 TYP2 Series 1
f
More Bearings
Mainshaft needle bearing
Layshaft inner race bearing
Gear cluster bearing 6004
Gear cluster bearing 6004-2RS
Final drive bearing Casa Lambretta
Bearing front wheel 6201/2
Cables
f
Cable Sets
Here you will find cable sets for Series 1-3. If you are looking for cable sets for
the Models A-F, Lui or the J-range have a look at the Model overview pages.
Series 1-3 grey, Teflon lined
Series 1-3 black, Teflon lined
8002190
8002195
26,00 €
26,00 €
4350012
4350012
8014401
8014400
8014240
8014241
8006741
8006740
5,20 €
5,20 €
4,60 €
5,11 €
5,00 €
5,00 €
3,00 €
3,00 €
f
Clutch cable XL
Front brake cable
Gear change cable
Gear change cable
Rear brake cable
Rear brake cable
Choke cable
Choke cable
Outer cable per metere
Grey Teflon lined inner diameter 3 mm, outer 7 mm
Cables (complete)
(black, Teflon lined)
(grey, Teflon lined)
(black)
(grey)
(grey)
(black)
Inner cables
Throttle small nipple
Throttle XL small nipple
Clutch or front brake
Gear cable
4350111
1,50 €
4350001
4350002
4350009
4350005
1,50 €
2,00 €
1,50 €
1,50 €
146
Restoration Shortlist
Call - +49 (0) 22 38 307 430
Bulbs
Bulbs exist in a broad variety of shapes, capacities, colours, etc. A rule of thumb seems
to be that they are always than giving up when your are far from anywhere on the run.
So it is not to bad when you have a set of spare bulbs in your tool box. A torch light works
wonders.
Headlight Bulbs
Bilux (BA20d)
Socket BA20d
25/25W
25/25W
35/35W
35/35W
35/35W
35/35W
6V
12V
6V
12V
12V Xenon - Effect
12V Halogen
9506025
9512036
9506035
9512035
9512037
9512135
4,00 €
4,00 €
4,00 €
4,00 €
4,00 €
9,00 €
9512014
9512017
2,30 €
9,00 €
8009630
9512003
1,00 €
1,00 €
6V
12V
6V
12V
6V
12V
6V
12V
9506005
9512006
9506110
9512110
9512019
9512013
9506021
9512021
1,00 €
1,00 €
1,00 €
1,00 €
1,00 €
1,00 €
1,30 €
1,30 €
6V
6V
12V
6V
12V
9506001
9506000
9512000
9506010
9512010
1,30 €
1,30 €
1,30 €
1,30 €
1,30 €
3730010
3730008
3730012
3730013
3730009
107,00 €
107,00 €
69,00 €
67,00 €
109,00 €
Socket (P26s)
Socket P26s
Socket BA9
15W
15W
6V
6V
Halogen
Bullet Bulb
Socket (BA9)
2W
3W
6V
12V
Socket (BA15)
Socket BA15
Socket BA15
5W
5W
10W
10W
21W
21W
21/5W
21/5W
Sofitt
Sofitt
1,5W
5W
5W
10W
10W
Gasket & Bearing
Bearing Sets
Serie1 (not TV)
DL/GP (incl. Casa rear hub bearing)
DL/GP (without rear hub bearing)
LI, SX, TV Serie 2 & 3 (without rear hub bearing)
LI, SX, TV Serie 2 & 3 (with Casa rear hub bearing)
Gasket Sets
Serie 1 - 3 125cc
8800000
Serie 1 - 3 150cc
8800001
Serie 1 (TV 175)
8800013
Serie 2 & 3 175cc
8800002
Serie 3 200cc
8800003
Serie 3 225cc
*8800004
TS1 200cc
*8800005
TS1 225cc
*8800006
Carb gaskets
Dellorto MA
Dellorto SH2-22
Dellorto PHBL
Dellorto PHBH
Oil seal sets
Series 1 LI without O-rings
Serie 1 TV without O-rings
Serie 1-3 incl. O-Ring
5350049
5350048
5350040
5350038
10,00 €
10,00 €
20,00 €
12,00 €
15,00 €
15,00 €
15,00 €
19,00 €
3,60 €
3,60 €
3,90 €
3,90 €
8800010
8800042
8800011
14,00 €
14,00 €
14,00 €
Restoration Shortlist
Rubber and Fastner Kits
In order to ease the restoration process we have added full rubber and fastner sets to
our range.
The large fastener kit produced by Jockey's Boxenstop contains stainless steel
versions of all fastners necessary for a full restoration, as identical replicas in
shape and size to Inoccenti's original specification. It has over 500 pieces for
both the engine and frame, with a fitting list. It is suitable for Series 1 through
to Series 3 and GP (DL) models.
Our rubber kits are supplied by Casa Lambretta. The quality of each part is
Excellent and the colour match between parts is perfect.
Rubber kit LI 1 & 2, TV2 Grey
Rubber kit LIS, TV3 & SX Grey
Rubber kit LI 3 Grey
Rubber kit GP/DL Black
Full fastner set series 1-3 Stainless Steel
Floor runner fastner kit S 3 Stainless Steel
Flywheel cowling fastner kit Stainless Steel
Engine stud kit series 3 Stainless Steel
8013727
8013724
8013724
8013724
Jb002
8005061
8005060
8001080
Trunnions and Adjusters
9
99.
99,00 €
99,00 €
99,00 €
99,00 €
47,90 €
11,90 €
5,00 €
17,90 €
Short trunnion
Long trunnion
Front brake cable adjuster
Rear brake cable adjuster
4mm Solderless nipple (throttle cable)
5.5mm Solderless nipple (throttle cable)
Universal solderless nipple up to 2..5mm
8014060
8014140
8014650
8014010
4350024
4350023
4350120
2,00 €
2,00 €
6,50 €
6,50 €
1,10 €
1,10 €
1,10 €
M5 Cable adjuster
M6 Cable adjuster
M7 Cable adjuster
4350030
4350103
4350031
1,10 €
1,10 €
1,10 €
End cap for 4mm outer cable
4350049
4350021
4350022
4350125
0,10 €
0,10 €
0,10 €
0,10 €
Top hat for 5mm outer cable
4350019
4350020
4350096
4350126
0,30 €
0,30 €
0,30 €
0,30 €
Rear brake cable clamp
8014430
2,50 €
Rubber bellows for rear brake cable
Rubber bellows for clutch/gear cables
14156402
14156401
2,00 €
1,50 €
r
MB Adjuster Block
The MB adjuster block vastly improves accessibility of the gear cables. Thanks to
it's layout, the gear cables can be properly tensioned and adjusted without the
clutch cable being in the way.
MBD Adjuster block Cast aluminium
MBD Adjuster block Chrome
t
Rubber K0i
8020060
8020061
22,90 €
28,00 €
e
MB Adjust
Block
from
22.90
147
148
Tools
Call - +49 (0) 22 38 307 430
General Tools
Tool Roll
In addition to the usual range of tools, you need one or more special Lambretta
workshop tools to successfully carry out work on your machine. Absolutely
essential, used as described in our various how-to guides, are the following:
Flywheel puller and holder, clutch compressor, clutch holder, 3.5mm allen key and
the rear hub puller. For certain models the fork spring compressor is also in the
essential category.
15.-
Innocenti Tool Roll (no contents)
Amazing replica of the original Innocenti tool roll (no contents)
Lambretta tool roll grey
8050083
Screwdriver
Engine
d
Prop Stan
90
7.
Sparkplug
Spanner
Universal screw driver, phillips and flat heads
1800011
15,00 €
2,00 €
3.5mm Allen Key
The correct size allen key for original clutch and gear cable trunnions.
3.5mm Allen key
8099014
2,80 €
Engine Prop-stand
Prop stand, ideal for rear wheel changes and all work carried out on the wheel,
brakes or oil-seal. Excellent functional tool to Innocenti design.
Prop-stand
8099011
7,90 €
4.-
iver
Screw Dr
2.-
Sparkplug Spanner
Due to space restrictions not all sparkplug spanners work on a Lambretta. This one
does!
Sparkplug spanner
1800010
4,00 €
Circlip Plyers
Universal circlip plyers, adjusteble for inner and outer circlips from 10 to 50mm.
With 4 different attachments: 2 angled and 2 streight. Has many uses on a
Lambretta.
Circlip plyers
1800008
7,90 €
Allen Key
Tools for the Crank and Ignition
80
2.
Dial Guage
Dial guage with bracket for all Lambretta cylinders. Superb tool for measuring TDC
and setting the firing point. Fits all Series 1 to 3 machines.
Dial guage with 0.01 10mm readout
8099099
39,00 €
Dial Gauge
39.-
Flywheel Puller
Puller for the flywheel (magneto), without which work on the ignition, crank and the
oil seals is not possible.
Flywheel puller (AF, Innocenti, SIL, Variatronic) 8099000
7,90 €
Flywheel puller (Motoplat)
8099013
7,90 €
Flywheel Holder
Tool to block movement of the flywheel allowing the flywheel nut to be undone and
tightened. Can also be used when working on the drive sprockets.
Flywheel holder 2 & 3 windows
8099008
29,00 €
Piston Stop
e
g
Feeler Gau
Very useful for determining top dead center. Can also be used to block the crank's
rotation (Though this is not reccommended due to the sparkplug's steep angle)
M14 x 1.25 Piston stop
BU4931
5,90 €
00
6.
p
Piston Sto 0
9
from
5.
Feeler Guage
Metal feeler guage. Indispensable for measuring the points gap and gearbox endplate clearance.
Metal feeler guage 0.1-0.4mm
1800014
6,00 €
Metal feeler guage 0.05-1.0mm
1800013
6,00 €
T-Bar Extractors
Puller
Flywheel
90
7.
actors
T-Bar Extr90
18.
Assists in dismantling the maghousing and gearbox end-plate using the purpose
made threaded holes. Reduces the risk of damage to the maghousing threads. Fits
all Series 1 3.
T-Bar Extractors (Set)
8099010
18,90 €
Hltolderer
FlyPowlrhaedehl a
29.-
Tools
Clutch and Gearbox Tools
Clutch Compressor
Contrary to Vespas, the Lambretta clutch can only be removed and re-assembled
with the clutch compressor. Fits all Series 1-3, GP and Serveta.
Clutch compressor
80990002
29,90 €
149
Clutch
or
Compress
90
29.
Clutch Holder
Used to block the crown-wheel and clutch inner bell. Helpful for undoing the drive
sprocket bolt. Essential for ondoing and torquing down the clutch nut. For all Series
1-3 models.
Clutch holder
8099003
14,90 €
Clutch Alignment Tool
Extremely handy when re-assembling an engine or replacing the clutch with the
scooter upright. The tool holds the springs in position within the housing whilst the
clutch is compressed.
Clutch alignment tool
8099015
24,90 €
er
Clutch hold
90
14.
Two In One
Clutch holder and fork bearing (holder and spanner) tool in one, and for a very
reasonable price.
Two in One (Special tool)
8099012
19,90 €
Tool
Alignment 0
9
24.
e
Two in On
90
Suspension Tools
19.
Fork Spring Compressor
Compressor for the forklinks for removal and installation of the fork links. For Series
13. On GP/DL models with separate ball between links and rods this job can also be
completed without the tool.
Fork spring compressor
8099004
29,00 €
Engine Mount Tool
Engine silent block removal and assembly tool for Series 1-3 Lambrettas. Wheras
installation is possible with a home made tool, this tool is an absolute pre-requisite
for their removal. Otherwise damage to the engine case and mount lugs in particular
is as certain as not winning the lottery.
Engine mount tool
8001094
49,00 €
g
Fork Sprin r
o
s
s
e
r
Comp
Rear Hub Puller
29.-
Puller for the Lambretta rear hub. Fits hubs with both M6 and M7 threads and
therefore Series 1-3.
Hub puller
8099005
19,90 €
Two In One
Clutch holder and fork bearing (holder and spanner) tool in one, and for a very
reasonable price.
Two in One (Special tool)
8099012
19,90 €
Circlip Pliers
Circlip Pliers (Four different tops)
1800008
7,90 €
Rear Hub
Puller
90
19.
Engine
Tool
u
Mo nting
49.-
Circlip
Pliers
90
7.
150
Books & Magazines
Call - +49 (0) 22 38 307 430
Repair & Maintainance Manuals
Spanner's Workshop Manual
The Complete Spanner's Workshop Manual For Lambretta Slimstyle Scooters. The
content of The Complete Spanner's Workshop Manual, written by Martin 'Sticky'
Round, does exactly what it says on the cover, explaining everything there is to
know in easy illustrated steps. All the tips and tricks are laid bare with the notable
help from Nigel Cox, Mark Broadhurst, Dean Orton and many other well known
names from the Lambretta world. In addition to all the differences and similarities
between Italian, Spanish and Indian models as well as their parts interchangability,
there is an appraisal of the quality of many of the reproduced parts. In a
comprehensive appendix there is a wealth of information about carburettors, cranks,
gearing and much more. Be you a tuning or restoration freak, investment in this
book will pay for itself many times over.
nual
Sticky Ma
90
29.
Lambretta Home Workshop Manual
8099991
22,90 €
Home Workshop Manual
date
Manual Up
90
14.
The Lambretta Home Workshop Manual has been every Lambretta fanatic's bible
for decades. Aside the LI range, the smaller models that were built alongside them
are included. A real workshop book, that isn't the easiest read, but is nevertheless
full of precious information.
Lambretta Home Workshop Manual
8099991
22,90 €
The unofficial Manual Update
Mark Haines' The Unofficial Lambretta Manual Update complements the Home
Workshop Manual and gives many fabulous practical tips. Beyond the Inocentti
models there is plentyful information about the licensed production from Spain and
India. At the same time there are many tips and tricks from the workings of the AF
electronic ignition to the building a TS1.
The unofficial Lambretta Manual Update 8099993
al
HW - Manu
90
14,90 €
Instructions for Repair Shops Li & TV Serie 2
22.
Lambretta LI 125, LI 150, TV 175 Instructions For Repair Shops is the re-print of the
book that official Lambretta dealers were issued with. The official guidelines for
repair and maintainance servicing is richly pictured and explained. Furthermore a
mountain of information about the vehicles and their technical specification is given.
Instructions for Repair Shops
8100067
23,90 €
DVD
Scooterists - A Way of Life is about scooter rallies, scooter racing, custom shows,
tuning, history and the lifestyle around scootering. Here we find scooter racing on
the famous F1 track Nürburging in Germany 2006. Nigel Cox shows us the
unbelievable collection in his Museum. Interviews with Stuart Lanning and with the
Director of Quadrophenia, Franc Roddam, on mods, the Who, the riots in Brighton
and how he got almost killed by a flying scooter. The Isle of Wight with it ‘s 5000
visitors is the biggest scooter Rally in the world. English and German language.
anual
Series 2 M
90
23.
Scooterists - A way of Life
VID0001
22,50 €
Parts Books
If you have read Sticky's manual and have gained a taste for it, and want to know
everything there is to know about the different components used, you can't beat the
re-print of the original Innocenti parts book. Here all the parts are listed, with the
corresponding Innocenti part number and the models it was used on. It is not just an
interesting addition to the coffe-table collection!. Except for the Series 2 book, the
remainder are in four languages: Italian, English, French and German.
Series 2
Catalogue
90
14.
Li & TV Serie 2
Li, LIS, SX & TV Serie 3
Li, LIS, SX & TV Serie 3
DL & GP
Series 3
Catalogue
(DIN A5)
(DIN A4)
(DIN A5)
(DIN A4)
8100063
8100066
8100064
8100065
14,90 €
19,90 €
14,90 €
19,90 €
90
.
from 14
DVD
ts –
o
o
c
S teris life
f
o
y
a wa
50
22.
alo
GP-DL Cat
gue
90
19.
Books & Magazines
Tuning Manuals
g
60's Tunin
90
Manual of Performance Tuning and Conversions
14.
The Complete Lambretta Manual of Performance Tuning and Conversions contains
what it says on the cover. Aside the generalised information about how to improve
top speed and acceleration there is extensive information about standard engines
and model specific changes that are effective. At the same time there is detail about
famous conversions such as the 250cc, and the examples, rich in facts and figures,
are an excellent overview of tuning in the late 60's.
Performance, Tuning and Conversion
151
8099990
14,90 €
Dave Websters Tuning Manual
Dave Webster's Tuning Manual is a deeper and more expert insight into tuning
principles. Cover to cover the theme is 'how to build yourself a racing Lambretta'.
There isn't anything left uncovered and many of the principles are applicable to
street machines. There is a very nice overview of many 80's and 90's cylinder
conversions and their port timings.
Dave Webster Tuning Manual
8099992
14,90 €
Tunin
Webster
g
90
1 4.
Vittorio Tessera's Books
Vittorio Tessera is not only the man behind Casa Lambretta and one of the world's
most experienced scooter experts, he is also president of the Italian Lambretta club
and head of the Italian Lambretta club's museum. As if that is not enough, he also
has his own very comprehensive scooter museum in Milan. Vittorio is a fan of all old
school scooters and is the expert on many. His Lambretta books have raised the
stakes in the scooter book world.
a-Bible
Lambrett
35.-
Lambretta Innocenti The Definitive History & Restoration Guide (red)
Lambretta Innocenti The Definitive History & Restoration Guide provides a history of
the company activities and Lambretta scooters from Model A through to Lambros as
well as fascinating features on Innocenti built prototypes. For example there are the
twin cylinder SX 200 and motorbike prototypes, that fired a warning shot across the
competition's bow and who as a result did not join in the scooter boom in the 50's
and 60's. There is a fantastic appendix with all the technical information you could
wish for for each model. The books are printed in English (On request we can also
supply the Italian version).
Definitive history + Restoration Guide
65813
35,00 €
Lambretta Restoration Guide (grey)
This restoration guide is not included in the old editions of Lambretta Innocenti The
Definitive History. Fortunatly you can get it here as a single edition. In it the lucky
reader is given an incredible mountain of information on how to carry out a faithful
restoraton. A listing of the correct colour codes and the correct galvanising
treatment are just the tip of the iceberg, there is also a depth of information such as
the correct seat colours and the badges that accompany them.
Lambretta Restoration Guide
65814
n Guide
Restoratio
18.-
18,00 €
Magazines
Scootering gives you the latest information every month. It comes with a GB sticker
from the home-land of the scooter scene but covers scooter events from every
continent. Since the turfing out of automatic scooters into the equally fascinating (if
that is your cup of tea) TAG Magazine, Scootering is pretty much a 'plastic free
zone'. This leaves the title free to cover the latest custom scooters, hot off the
press information about new parts, technical tips and product tests, events
calendars, run reports, vintage scooters, mod rallys and music reviews.
Classic Scooter is the magazine for all geared scooter riders. There are loads of
articles on the scooter scene in the German speaking regions. It also carries
international news from around Europe. There is a nice spread of features including
featured scooters, technical articles, small ads, music and everything that keeps a
scooterist happy. Only in German language...
Scootering
Classic Scooter
SCT (+ edition number)
CLS (+ edition number)
Classic
5.-
5,00 €
2,80 €
cene
German S
80
2.
152
2 stroke Oils
Call - +49 (0) 22 38 307 430
2 Stroke Oils
Castrol
Castrol
90
10.
Castrol TTS has been a world leader in the fully synthetic two stroke oil league for
years. Alongside the reknowned qualities that have earned TTS it's reputation, it can
never be forgotten thanks to it's characteristic aroma. Castrol R2 is the improved
successor to the legendary TTS. This fully synthetic 2 stroke oil is specialy
formulated for high output racing bike engines. Thanks to the quick and clean burn
and the high protection factor it is also at home in performance scooter engines.
The motor stays cleaner longer and attains it's full power output. Thanks to the
relatively smoke-free burn the exhaust system does not get coked-up.
Castrol R2
Castrol TTS
(1000ml)
(1000ml)
3600004
3600002
10,90 €
10,90 €
Motul
Motul 0
9
from
10.
Motul 710 and 800 are ester based high performance engine oils. These oils are
made from special oil acids and alcohols. The high fat content of ester oil reduces
friction. The unusually long molecule chains of ester oil enhance its's performance
and considerably increase it's pressure resistance compeared to ordinary synthetic
oils. The chemical properties also reduce the operating temperature by up to 10%
(in racing cylinders). Due to the high natural viscosity of the oil, Motul gives better
protection against the effects of octane boosters additives. It also has an
exceptionaly high shear esistance and failure point under maximum duress. Motul
710 is the improved successor to Motul 600. It is suitable for both pre-mix and autolube. This fully synthetic oil provides an added advantage for both the engine and
the environment thanks to reduced carbon emissons resulting from the higher
ignition point of the synthetic raw materials used. Reduction of the operating
temperature at high rpm increases the power output and reduces the likelyhood of
engine seizure. Due to the clean burn and reduced deposits, the piston and other
components exposed to combustion stay cleaner longer. Reduced coking of the
piston crown, combustion chamber, spark-plug electrodes and exhaust not only
improve performance, but also help reduce heat build-up and pre-ignition. Motul
800 is only for pre-mixing. As an ester based fully synthetic two stroke engine oil it
shares the same benefits as 710. Designed for race and moto X engines it provides
the same optimum protection to scooter engines. If the reputation behind the name
is not enough, the list of race teams with an alegiance to it include Lucky Strike
Suzuki, Chesterfield Suzuki, Blumex Rheos Racing Honda, Green Kawazaki
Germany and Arie Molenaar. They all swear by the outstanding lubricating
properties, and extreme endurance under high loads. As a result the reduced
friction and shear reduce the operating temperature by up to 10%, and combine
with reduced deposits and no risk of sticking piston rings.
Motul 710
Motul 800
(1000ml)
(1000ml)
3600034
3600019
10,90 €
12,90 €
Eurol
Eurol TTX is a semi-synthetic oil for thrifty scooterists. Eurol TTX has everything
that an oil in this category can offer, and all that is tru to the cost concious
scooterist's heart: Great quality for a great price!
Eurol TTX
90
3.
only
3600000
6,20 €
Brake Fluid
id
Brake Flu
Eurol
(1000ml)
A DOT 4 brake fluid that is not only recommended for the first fill of all fully and
semi-hydraulic brake systems. You should flush and re-fill any hydraulic brake line
at least once per year (best done at the start of the season). With this done, you can
absolutely depend on it functioning properly in every situation. Regular replacement
is essential as every brake fluid absorbes water and with this it's properties
deteriorate.
Fully Synthetic Brake Fluid (500ml)
20
6.
3600021
3,90 €
Measauring Beaker
The measuring beaker really improves the quality of life of all those who pre-mix
their fuel. So for everyone who does not ride a 'Lubematic' Luna range, we
recommend the Polini measuring beaker. It features both a usefull and easily read
scale as well as a lid to seal it as it rattles arround in the tool box.
Polini Measuring Beaker (With Lid 250ml)
3390004
Polini Measuring Beaker (With Lid 100ml)
3390003
Polini Measuring Beaker (Without Lid 100ml) 3390002
Beaker 0
9
m
fro
2.
3,60 €
3,60 €
2,90 €
153
Sealants
Sealants
Silicone Special
There are many sealants, but only one Silicone Special. This sealant remains flexible
after extreme heating and continues to provide a perfect seal. Furthermore it is
extremely petrol resistant.
Wurth Silicone Special (70ml)
3600010
Exhaust S
90
6.
€9.90
Exhaust Sealant
Sealant
Badly sealed exhausts are a prime cause of uneccessary and agravating noise levels.
Exhaust sealant is a great help in sealing-off those loose joints.
Exhaust Sealant (140g)
8080032
ealant
90
9.
€6.90
Adhesives
Bond & Seal
Ready to use in many applications, wether it be bonding or sealing, of metal, painted
surfaces, wood, stone, concrete or plastic (polyester or hard PVC) it can handle it. It
creates a watertight seal and is outstandingly smooth and easy to grind to shape. The
temperature resistance ranges from -40ºC to +90ºC and can hande up to 120ºC for
short durations.
Wurth Bond & Seal (70ml)
3600025
9,90 €
al
Liquid M0et
9
9.
Liquid Metal
This is a high performance two component epoxy resin for repairing cast, steel and
aluminium parts. It is also a very capable material for bonding differerent materials
to each other, filling and re-surfacing faults in metal and many plastics. It has
many applications including filling and strengthening faults or cracks in chain
cases, engine housings and even transmissions???. It has high temperature
resistance, is waterproof, hardens and cures rapidly, is extremely stable and
adhesive and resistant when in contact with water, oil and petrol. The finish can be
over painted, does not shrink, and can be filed into shape. It is temperature resistant
from -51ºC to 120ºC. It cures within 30 minutes at 22ºC.
Liquid Metal (25ml)
G702080
al
Bond + Se
90
9.
9,90 €
Loctite
Loctite 648 is an assembly adhesive used to bond oilseals and ball bearings.
Particularly recommended for the rear hub bearing and the drive side oil seal.
Assembly Adhesive (10ml)
3600009
0
Loctite 27
90
9.
13,90 €
8
Loctite 64
90
13.
Thread lock is used on all studs and nuts to prevent them from vibrating loose.
Thread Lock (10ml)
3600008
9,90 €
Grease
Bearing Grease
Good lubrication is essential to smooth trouble free running and bearing grease is an
essential lubricant. Top of the list is the flywheel side bearing which depends
exclusivley on grease so make it a quality one!
Bearing Grease (50g)
3600012
ease
Copper Gr
2,90 €
90
9.
Grease
Multi Purpose Grease
General purpose grease that is used on all cables and similar applications. Please do
not use on teflon lined cables!
Multi Purpose Grease (150ml)
32150
90
2.
5,00 €
Copper Grease
Copper grease is used in multiple places, where metal bears against metal to protect
against corrosion and particularly where the location is subject to extreme temperature
ranges, eg. brake pivots.
Copper Grease (100g)
3600011
9,90 €
Spray-On Grease
Motip spray-on grease comes in aerosol form and is a white water dispersant heat
resistant (to 160ºC) lubricant with multiple uses on all moving metal components.
White Spray-On Grease
(400ml)
3600031
5,90 €
ose
Multi Purp
90
5.
154
Cleaning & Care
Call - +49 (0) 22 38 307 430
Motul Moto Wash + Wash & Wax
Cleaner
40
from 7.
This is the first vehicle cleaning product on the market that we can really
recommend. Motul Moto Wash performs an astounding range of tasks formidably,
including removal of all those stubborn stains those dreaded 'tar-spots' from all body
work. It also elliminates those smutty accumulations of brake dust in the nooks and
crannies of the hubs and rims. All performed without any additional effort required
from you.
It is ready to use out of the bottle. The fact that the product can be used 'dry' makes
it ideal for all situations, not least the custom show entrant who wants to ensure a
pollished display of their art.
Motul Wash (1000ml)
Power Gel Wash Plus (500ml)
Wash & Wax (400ml)
Shine & Go (400ml)
3600024
3600036
3600037
3600035
8,70 €
7,40 €
9,90 €
8,40 €
Brake Cleaner
Shitty brakes? This is probably due to oily deposits on the drum and/or shoes or
pads. Brake cleaner completely cleanses these components and restores braking
power. On top of that it is also perfect for cleaning engine components and
removing oily finger prints. It can also be used as starter fluid: just spray a dose into
the air filter or down the spark-plug hole.
Brake Cleaner (400ml)
gent
Realising A 90
aner
Brake Cle
only
4.-
only
3600007
4,00 €
Releasing Agent
5.
Who does not know this situation? Mr Salt and Mrs Water have been busy and got
everything stuck inside each other in the process. Releasing agent to the rescue!:
Not only does this product get them un-hitched again, it is also a great contraceptive
against further rust problems and a fantastic lubricant too. Just spray on all
susceptible parts, especially in winter. (Only store in the garage)
Releasing Agent (400ml)
3600006
5,90 €
Fuel System Cleaner
Fuel System Cleaner specially designed for two wheelers does what it says on the
can: cleans away oil and carbon based contamination such as cylinder head
deposits, oil gumming in the carburettor and condensation in the fuel line. Powerful
lubricant additives protect the fuel delivery system against further deposits after the
cleaning process. A clean fuel delivery line is a pre-requisite for optimal trouble free
combustion.
Fuel
ean
System Cl
only 12.
Fuel System Cleaner (200ml)
Spray
Puncture 90
only 7.
3600026
12,00 €
Carburettor Cleaner
Carburation problems are common on vintage bikes. This is often cured when the
carburettor is properly cleaned. Our carb cleaner is a great solution: it removes
stubborn deposits and corrosion both inside and outside the carb delivery system.
Carburettor Cleaner (300ml)
8930161
€9.90
Someone in the pack should always have a can of this in the tool box: there is no
easier or quicker way to fix a puncture. Simply refill the flat with the repair spray and
ride on.
r
Gear Save 0
9
only
14.
Runge
only
3600018
7,90 €
Gear Oil
50
6.
You should always renew the gear oil according to the recommended service
intervals and also everytime the chain case is removed. You should soak new clutch
plates in gear oil prior to installation. BEL RAY is a 'hypoid' gear oil. It performs
outstandingly under high load. The EP (Extreme Pressure) additives ensure
sustained performance under high pressure use and reduce clutch slip. The
improved lubrication properties reduce temperature build-up in the engine case and
as a result better ensure the functioning of the clutch. Reccommended for all uprated Lambrettas, especially those prone to clutch slip.
Runge - SAE 80 (500 ml)
BEL RAY Gear Saver - SAE 90 (1000ml)
Modell A-F 250 ml SAE 30
3600013
3600033
3620004
6,50 €
14,90 €
3,00 €
155
Cleaning & Care
Contact Spray
For cleaning and protection of electrical components. It both expells and protects
against water ingress and condensation. Gives metal a waterproof and oxydation
proof coating to all metals. It is an excellent cleaner without leaving any oily residue,
also removing dirt, tar and grease very effectively.
Starter Spray
G280703
ay
PTFE - Spr 0
9
only
7.
€7.90
pray
Contact S 90
PTFE Spray
only
Ideal for all those parts that you do not want to regularly oil or grease with the same
lubricating properties the part remains both grease and silikone free. Teflon is a dry
lubricant that is dirt, heat and water resistant. The lubricating properties reduce
compression and abrasion damage to many moving parts and deter cracking and
splitting in plastics. An essential for every workshop
PTFE Spray (400ml)
G280512
7.
€7.90
Air Filter Spray
Filter spray and oil are the best way to maintain both mesh and foam filters. Even
the finest filter stays clean and ensures uninterupted or contaminated air flow with
this product. Especially recommended for race spec filters ensuring that the
enhanced air induction is maintained. Both the oil and cleaner spray ensure perfect
induction at a small cost for years to come.
Air Filter Cleaner (300ml)
Motul Air Filter Oil (1000ml)
3600027
3600028
9,90 €
9,90 €
Spray
Air Filter 90
00
Magic SX6 90
nonly 9.
only
SX 6000
Not a capacity conversion for the SX200, but rather special protection for your topend. It has an even finer molecular structure than the legendary Slick 50 liquid
PTFE cylinder protector. Yes you heard that correctly: PTFE, otherwise known as
TEFLON that stops fried eggs sticking to your frying pan. PTFE is a heat resistent
polymer with the highest coeficient of friction of any solid material. Sprayed in
suspension this means that the friction between piston, cylinder lining and rings is
substantially reduced. SX 6000 should only be used on engines that are already run
in. The teflon coating usually lasts more than 10.000Km.
SX 6000 for 2 Strokes (60ml)
3600005
Nevr Dull
90
only
19,90 €
6.
Nevr-Dull Chrome Polish
Nevr-Dull is THE chrome polish. Well known amongst restorers and customisers,
this American product has an awesome reputation. The great advantage over
ordinary chrome polishes is that this does not smear any rust and therefore scratch
the finnish. The parts that cannot be cleaned with Nevr-Dull can be counted one one
hand.
Nevr-Dull (142g)
3600032
6,90 €
Paint
Our spray tins allow you to perform small repairs or give a new look to parts such as
wheels or trim. Applicable to all metal, hard plastic and wood. In order to obtain a
perfect finish, the surface to be painted should be de-greased (eg with our brake
cleaner fluid), filled and primed followed by a rub-down with wet 'n' dry (arround 320
grade).
Grey Primer (500ml)
Filler Primer (500ml)
Silver (500ml)
Matt Black (500ml)
Gloss Black (500ml)
3390009
3390014
3390006
3390008
3390007
5,90 €
13,90 €
6,50 €
6,50 €
6,90 €
Exhaust Paint
All untreated exhaust systems have one thing in common: they eventually start to
rust in normal use. There are various ways to treat this, the easiest being to paint
the system with purpose made heat resistant paint. This specialist product is heat
resistant up-to 650ºC. Preparation is everything, if old rust is not fully removed the
paint will flake.
Exhaust Paint 650ºC Transparent (500ml)
Exhaust Paint 650ºC Silver (500ml)
Exhaust Paint 650ºC Black (500ml)
3390010
3390005
3390001
10,90 €
10,90 €
10,90 €
Paint
50
from 6.
19.
156
Call - +49 (0) 22 38 307 430
These regulations are solely valid for contract agreements between
private purchasers and Scooter Center GmbH. General terms of trade for
wholesalers can be requested from us or are available on
http://agb.scooter-center.com.
Address and contact details:
Scooter Center GmbH
Ludwig-Erhard-Str. 1
50129 Bergheim
CEO: Ulf Schröder and Oliver Kluger
VAT-No.:
DE813320133
Trade Reg.: HRB41436
V Warranty
Scooter Center GmbH will warrant for faulty or damaged goods within the
legal warranty period of two years. For used parts, the warranty period is
reduced to one year. Scooter Center GmbH can fulfil warranty claims by
either replacing or repairing faulty products.
If attempts to repair or replace defective goods fail within an adequate
time limit, the purchaser can demand a reduction of the purchase price or
cancellation of the order. Warranty for further damage is excluded,
especially for damage to any goods not delivered by us, if not subject to
negligence or intentional damage from our side. All tuning parts or
accessories without type approval are for race use only. Scooter Center
GmbH is not responsible for any damage as a result of improper use of
special tuning parts.
I General Conditions
All contract agreements between Scooter Center GmbH and purchasers
are based solely on these General Terms and Conditions. Any changes
and side-agreements are only valid with written consent by the
management of Scooter Center GmbH.
VI Use of parts
All parts not specifically marked for street use are illegal for use on public
roads. These parts should be approved by inspection authorities before
use on public streets. Use of such tuning parts and accessories is at the
risk of the vehicle owner.
II Delivery / Risks
Delivery is based on contracts which can be agreed via our online shop or
by written or telephone orders. All offers are subject to change without
further notice and are to be considered an invitation to purchase. Product
information is only binding when given in writing.
Delivery and performance dates are not binding in case of unforeseen
events or delays resulting from conditions unforeseeable by the seller or
when these unforeseen conditions occur to the suppliers or manufacturers
of products. In such situation the delivery can be delayed for an adequate
period of time. Scooter Center GmbH will only make partial deliveries after
an explicit agreement with the purchaser. Scooter Center GmbH is
entitled to deliver alternative products of the same value and quality.
The risk of accidental or undeserved loss of the goods is transferred to
the purchaser the moment the goods leave the warehouse. Shipping will
always be covered by insurance. If damage occurs during transportation,
the purchaser must report the damage to the shipping company
immediately as otherwise insurance claims may not be recognized.
Scooter Center GmbH is responsible for damages only as the result of
intentional or gross negligence on their part. Any delivery errors must be
reported to Scooter Center GmbH immediately to return the
delivered goods and agree on a replacement delivery. If
Scooter Center GmbH is responsible for the error,
replacement deliveries will be shipped free of charge.
VII Cancellation of orders within the Federal Republic of Germany
Regulations about the cancellation of orders made via telephone or the
Internet only apply to residents within the Federal Republic of Germany.
Please refer to the German version of this catalogue for further details.
III Prices, Payment
Valid prices are those stated in our webshop, catalogue or
advertisements and given in Euro unless a different currency is
explicitly stated. All prices are valid at the time of printing only
and are nonbinding and subject to change without notice.
Payment can be made by cash-on-delivery, credit card or
advance payment. If other methods of payment are being
used, special terms of trade will be valid.
IV Property reservations
All delivered goods remain property of Scooter Center
GmbH until all claims against the purchaser, also
Future ones, have been fulfilled.
VIII Further Regulations
All business and legal relationships are under the legal jurisdiction of the
Federal Republic of Germany.
For all direct or indirect contractual conflicts the place of jurisdiction is the
company address, Bergheim/Erft, Federal Republic of Germany.
Should a stipulation in these business terms become invalid, this does not
change the validity of the other terms listed above.
Scooter Center GmbH is not liable for errors or varying product
descriptions. Minor changes to products for technical reasons or because
of further development can be made without notice. Pictures may not
necessarily show the actual product.
This catalogue supersedes all previous catalogues and pricelists which
are no longer valid. Copying, printing or saving, also partially, is only
allowed with written permit by Scooter Center GmbH.
157
How to shop?
How to shop at Scooter Center?
1. You can pick the parts up!
You can visit our shop during our opening hours and enjoy the
friendly and qualified Scooter Center Service. Our opening hours are:
Monday to Friday
Saturday
10.00 - 18.30 Uhr
10.00 - 14.00 Uhr
From Colognes main station the distance is approx. 15 km (10 miles).
Youu will find us at:
SCOOTER CENTER
Ludwig - Erhard Str. 1
50129 Bergheim - Glessen
Germany
2. You can use our worldwide mailorder service!
Online orders
Online in your own time and at your own pace. Our webshop has over 13.000 articles with description
and pictures, including all the latest releases. We can process your order lightening fast and so pass
on a 2 % Online-Reduction to our customers!
http://Shop.scooter-center.com
Orders by Phone – Support-Hotline
You have the support of our customer friendly and competent Scooter Center Hotline stuff (order taking
and feedback) from Monday to Friday 11.00 to 13.00 Hrs and 14.00 to 18.30 Hrs and Saturday 10 Hrs
to 14 Hrs CET.
Fon +49 (0) 22 38 307 430
Orders by Fax or Letter
For written orders, always use the article number and order form and send it in the post to:
Scooter Center GmbH
Kundenbetreuung
Ludwig Erhard Str. 1
50129 Bergheim - Glessen
Germany
Fax +49 (0) 22 38 307 430
Or by:
How Is My Order Delivery?
DHL is our preffered supplier, due to it’s unsurpassed international network. Aside the rapid, economical and reliable
delivery, the parcel is also in the safest hands and can be collected by you later if you are not there to meet the delivery
Express servicesare also available on request: through the call center by 15 Hrs CET or online.
Postage with fixed rates up to 31,5 kg
Postage with added rates
4,50 €
6,00 €
12,00 €
19,00 €
Zone
Basis Rate
€ added per kg
to
Germany
Austria
Belgium
Denmark
Liechtenstein
Luxembourg
Netherlands
France
Italy
Ireland
UK
Finland
Portugal
Spain
Sweden
2
4
5
6+7
14,45 €
18,19 €
18,19 €
18,19 €
1,57 €
2,47 €
5,48 €
7,48 €
Switzerland
Norway
Canada, USA
Japan,
Australia,
South Africa
Valid as per January 2007
158
Service
Call - +49 (0) 22 38 307 430
What Do I Have To Do When I Want To Return Something?
You have ordered or received an incorrect part? If so then please follow the folowing steps to
process your return as efficiently as possible.
Please return all parts in their original packing ie. not all together or in some in some other
packaging.
Make a quick call to us to let us know that you wish to make a return and why (or do the
same by email addressed to reklamation@Scooter-center.com). In this way we know to
expect a parcel from you. This allows us to prepare the return package with the correct parts,
which speeds-up the process.
If a part does not fit your scooter, it is vital to give the model, year of manufacture and frame
number to ensure prompt correction.
If you want to prioritise your return, please use our returns form, guaranteeing the fastest
processing of the transaction. In this way we know the correct parts to re-supply as well as
enabling us to to this promptly and get them despatched to you as soon as possible.
It is vital to supply your bank/card details with the return so that we can credit your account
with carriage costs in case of false delivery. If you do not have a hard copy, then download
the returns form from
www.scootercenter.com/assets/pdf/ruecksendung.pdf
In case of fault on our part we always re-send by 'FreeWay' carriage so that you do not incurr
any cost for this. All you do is attach the label, completed with your name and address as
'sender' and then simply post it to us. This service is available in your local post office, or size
permitting, by post box.
An important aspect of this service is the requirement that
you return goods to us in the condition and packing in which
they were originally supplied, so that they remain intact
when they get back to us. So please do not over label the
original supplier or address label. The return will only arrive
safely when you have packed it properly. The best method is
to use a larger box and to line it with newspaper etc before
packing. Do not simply use the supplier's storage box as
This is NOT a proper packing to return
goods to us. Always use a covering box for
the parts please!
So simply address the parcel (or use the 'FreeWay' label), and post it to us. If you are
returning a parcel without a 'FreeWay' label, then please pay the postage. If the error is a
fault on our behalfe then the cost will ofcourse be refunded to you. Do not return the parcel to
us postage unpaid as, in general, we do not accept them.
159
Last Minute
KOSO acceleration meter
KOSO acceleration gauge and speedo. Once again a strike by those
guys from KOSO. With this mulit function tool you have a speedo that can
measure your acceleration. The distance can be programmed by
yourself. We had immediately the classic distance of a Quartermile in our
heads. As soon as we realized that you can measure speed, acceleration
and needed time we were impressed. But the real fun started as soon as
we rtealized that you can save the 20 fastest runnings and drivers. Much
more excisting than a Playstation!?
KOSO - Acceleration Meter
TNT164043
ion
Accelerat
meter
79.90
79,90 €
KOSO acceleration meter
Koso exhaust gas gauge scale range up to 1200°C. The exhaust gas
temperature is a good way to setting up your carb. If it is to lean the
gases are becoming hotter, is it to rich the gases are becoming cooler.
Also a good way to check the temprature of your cylinder operation and
avoid overheating. The big advantage of the temperature of exhaust gas
measuring is the quick respponse of the gauge - at least at air cooled
engines. For excessive use for tuning purposals youshould use the
gauge at a proper running and well known engine to get a feeling for the
way it behaves and responds. The experience you made there are a
good basis for tuningpurposals. The delivery contains fitting instructions
and all sorts of features - such as the warn lights when a given
temperature is reached. For fitting you need a 12 Volt AC (every scooter
with a battery) junction.
KOSO - Exhaust Temperature Meter
TNT164044
Exhaust
ure
temperat
94.90
94,90 €
Vredestein tyres
Staccata
from
The new line of Vredestein’s sport scooter tyres bear the signature of a
top designer Giugiaro Design. The STACCATA is the ideal tyre for sports
riding. The right scooter tyre for all weather conditions is the TORNANTE.
Both tyres feature innovative and creative designs from Giugiaro Design,
with aggressive, sleek lines that give the tread a powerful look. The
designs of the STACCATA and TORNANTE are in keeping with the
trends in the scooter market, where design, comfort, safety and
performance are the key ingredients.
Staccata TL 59J 3.50 - 10
Staccata TL 59M 100/80 - 10
Staccata TL 56L 100/90 - 10
Staccata TL 58L 110/80 - 10
Tornante TL 59J 3.50 - 10
Tornante TL 59M 100/80 - 10
Tornante TL 56L 100/90 - 10
6400000
6400006
6400008
6400010
6400005
6400007
6400009
32,00 €
33,50 €
34,90 €
39,00 €
32,00 €
33,50 €
34,90 €
Conti Twist Race
6000081
Weicon products
Repair sticks
The repair sticks are resistant to alcohol, ester, salt water, oils, most
acids, free of solvents and cure with almost no shrinkage. Can be
machined (drilled, filed, tapped) and overpainted without pre-treatment.
ALLOY repair sticks are temperature resistant from -50°C up to +120°C
(briefly up to +150°C). PLASTIC repair sticks are temperature resistant
from -35° - +120°. TITAN repair sticks are temperature resistant from 35°C up to +280°C (briefly up to +300°C)
WE1000
WE1001
WE1004
WE1005
WE1002
WE1003
8,90 €
15,80 €
8,90 €
15,80 €
12,50 €
21,90 €
PLASTIC-STEEL Putty steel-filled. Temperature resistant from -35°C up
to +120°C. Nearly all repair jobs can be dealt with plastic steel:
elimination of corrosion damages and pitting on tanks, repairs on pipes
and castings, repairs of cracks on housings and machine parts, making of
moulds, models, tools and fixtures.
PLASTIC steel 500g
WE2000
36,90 €
This alloy spray contains pigments of a purity of 99.5%. Offers excellent
corrosion prevention for all metal surfaces combined with a hightemperature resistance allowing exposure to +800°C. Highly
recommended for the exhaust and ist U-bend. Resistant to most acids
and lyes and weathering.
Alloy spray
WE4000
32.00
55,00 €
Weicon products are really highend workshop stuff. For more info and
even more products of Weicon visit our webshop.
Weicon ALLOY repair stick 57g
Weicon ALLOY repair stick 115g
Weicon PLASTIC repair stick 57g
Weicon PLASTIC repair stick 115g
Weicon TITAN repair stick 57g
Weicon TITAN repair stick 115g
55.00
Tornante
from
Brandnew racing tyre specially developed for scooters. Very good grip
Even under hardest racing conditions. Carcass as well specially
developed for racing conditions. Slick profile to get reduced abrasion and
maximum grip.
Conti Twist Race 3.50 - 10
32.00
t
Conti Twis
Race
10,50 €
Alloy
Spray
10.50
ks
Repair stic
from
8.90
Plastic
Steel
36.90

for 4-plate clutches

Transcription

Similar documents

Goshen Coach proudly introduces the latest in Hybrid innovations

compact wheel loaders

Johnny Tremain by Esther Forbes Objectives

On the Dyno - New Age Okrasa

CYLINDER KIT WITH POWER VALVE SYSTEM

GSX-R750

automotive crate engines

The Spark For Your Inner Engine

June Classic Chassis

14766 MFGC 2300 2p spec.indd