Carter Piaggio engine with an electric starter and mixer for Vespa P125 / 150X - PX125 / 150E - Millenium

Carter MALOSSI Vespa PX200 Elestart VR-One reed valve The VR-One is for power purists, for those who want to push their Vespa to the limit, but not only. It has the same mounting characteristics in the crankcase as the V-One and the same cylinder housing possibilities thanks to the revised fluid dynamics of the crankcase, the drilling of the studs and the same accessories supplied with the V-One (except for the mixer pin). This crankcase has been designed to withstand higher power ratings and for this reason it is supplied with Ø25xØ52x15 flywheel side ball bearings and Ø25xØ62x12 transmission side ball bearings, which eliminate needle bearings and allow greater ability to withstand radial loads and additional resistance to axial loads, not contemplated with the original roller bearings. Dedicated oil seals are also provided. The increased resistance to crankshaft stresses makes the crankcase perfect to be fitted with our single-stroke MHR cylinders, art. no. 3116349 (stroke 57), but especially with kit 3116351 (stroke 60). The natural match for this configuration is with the Malossi solid shoulders 60 stroke crankshaft, art. 5316176, supplied with the right balance and perfect for the reed valve feed provided for the new VR-One. Reed valve feed Here lies the major novelty and the sporty orientation of the crankcase, now fed with a system SUPPLIED INTEGRALLY with the reed valve assembly that, thanks also to the new reed valve reeds made of the highest quality carbon fibre, guarantees an increase in power at all operating speeds and at the same time allows the highest revs to be reached. The assembly is made up of a die-cast valve seat, coupled to the crankcase surface with a seal guaranteed by a special gasket, and a completely new reed valve equipped with a multi-profile diffuser, specially designed with fluid-dynamic simulation programmes and equipped with a special conformation of the side walls capable of both eliminating part of the turbulence that is normally created when the petrol-air mixture passes through the diffusers, and at the same time directing the charge in the correct direction, once the reeds are open. The inlet manifold, designed according to the X360 technique used in our competitions, consists of a die-cast flange connected to a Viton sleeve through the tightening of a profiled lip, which guarantees a perfect hermetic seal, and at the same time allows the sleeve to be turned in the direction desired by the user so as to perfectly orient the system according to the conformation of the vehicle. The sleeve has an intake diameter of 30 mm. The ideal match is the Dell'Orto PHBH 30 carburettor (not supplied). Malossi has decided to make a break with the past to create an iconic component for an equally iconic vehicle such as the Vespa PX E 200! Putting all the technology and knowledge acquired along the roads and tracks around the world to good use, Malossi has developed the new V-One and VR-One crankcases. The design, study, research and production of these crankcases are Malossi's way of paying tribute to the fans of these vehicles. The two models give tuners, restorers and, more generally, all owners of a Vespa PX E 200 the opportunity to indulge themselves and choose the modification path that best suits their needs: The amateur, the restorer, the traveller and the simple Sunday tourist, looking for a component that can be perfectly substituted for the original, that does not require any modification to the vehicle and offers the widest choice of components, from the original to the main items on the market, will have the V-One SPORT crankcase at their disposal The tuner looking for maximum performance the best internal fluid dynamics and the greatest possibility of engine development will be able to purchase the VR-One MHR crankcase Technical characteristics MADE ENTIRELY IN ITALY The technical and technological advancement of Malossi is the greatest strength of our products, the reason why we are convinced that we have created one of the best crankcases ever produced. Strengths In every square millimetre of the crankcase there is an innovative drive that jumps out at the eyes of even the most inexperienced tuner. Gravity die casting, which differentiates these crankcases from the original models made using a die-casting process, combined with the use of modern shell moulding cores, allows us to achieve better and more precise internal shapes. Gravity casting has allowed us to strategically increase the sections in the most stressed areas and to subject the crankcases to a tempering treatment after casting, thus achieving very high mechanical strength. These products are made of a light aluminium alloy Al Si 7 Mg (EN AB and AC 42000) of the highest quality containing the following in the right quantities: Silicon, to increase mechanical resistance, Manganese, for better resilience and resistance to corrosion, Copper and Magnesium, to improve machinability. Machining of the casings is carried out entirely in our workshop using a CAD/CAM process and performed on high-precision CNC machining centres. All bearing and closing surfaces are machined with diamond tools that guarantee very low surface roughness values and virtually perfect fits. Advantages Both crankcases share a number of basic features such as, for example, a reinforced front arm with stress relief ribs and sections with a calculated profile to allow the correct flow and channelling of stresses and ensure better strength. In both models there are pins for the brake shoes, which are installed in-house with presses capable of applying the necessary forces to make the couplings required by our designers. In addition to the brake shoes, the housings are supplied with the M7 studs required for mounting the gear selector. Finally, no version excludes the original electric starter, the actuator of which can be mounted in the special plate in the volute. Fluid dynamics has finally been implemented! The fact that we have equipped our standard models with transfer cases suitably profiled and sized to perfectly match our 68.5 diameter cylinders, without however excluding the possibility of fitting other thermic units and indeed offering an increase in performance even with these, exempts tuners from the obligation to machine the crankcases to fit more performance cylinders. The M8 studs for cylinder mounting are also included in the package! Thanks to the measures listed, achieving more power is no longer a problem. Even the usual inconvenience of oil leakage from the crankcase has been solved thanks to: Increased pump crankcase walls, which also further contributes to the mechanical strength of the crankcase Use of M8 hanger bolts instead of the original M7 High-precision machining of the locking planes. We have eliminated the crankcase gasket, which was deteriorating and was mainly responsible for oil leakage. Now the crankcases are perfectly matched and sealed with gasket paste, which is resistant to even the highest operating temperatures! We didn't want to stop there! After having assembled and disassembled original crankcases for years, machining them and trying out thousands and thousands of solutions to propose constantly updated components, we directly came up against inefficiencies and inconveniences that we analysed to propose our solutions: this is the case of the crankcase tightening system, which in original components is made with the classic screw-nut system, notoriously inconvenient and uncomfortable for the user. Such a valuable vehicle deserves the best possible maintenance and this entails the need to mount and dismount the various components to replace them or even just to check their correct functioning, overhauling them when necessary. Anyone who has put their hands on the original crankcases without disconnecting the block from the vehicle has certainly come up against the difficulty of handling the components that make up the block due to the awkward and unreachable position of the nuts, which, once unscrewed, risk falling to the ground and getting lost who knows where. Our solution is as simple as it is sought: get rid of the nuts! By creating the threads in the left hand crankcase (or transmission case) and the seats in the right hand side (or ignition case) we have eliminated the need for nuts to tighten the two components. In order to prevent the screw from being accidentally knocked or injured during operation, with the risk of damaging the threads, we have, where possible, made housings on the right-hand side that allow the screws to be completely recessed, thus protecting them from danger.