Catalogue SIP BFA 306 Vespa Largeframe Tuning

mailorder catalogue SIP BFA tuning 187-306cc high end tuning for Largeframe Vespas

INTRO

The oldest wisdom in the world of engines is that nothing beats cubes, except more cubes! BFA has taken this approach to the max and now builds an engine with a massive capacity of 306cc for Largeframe Vespas. No stone has been left unturned, engine case, cylinder, crankshaft, all has been designed from scratch to meet the demands of such a 306cc high end lump. The result is next level Vespa tuning. Power, torque and width of powerband are more akin to a motocross engine on steroids than to a scooter.

The BFA 306 Motor and the individual components of the set are among the most exclusive engine parts available for the traditional geared scooter engines. That does not only refer to the price though. The materials used and the quality of the design and the manufacturing, all of that is a high-water mark of what is possible. And that’s even before you start the engine. The sort of performance these engines are capable of putting down onto the tarmac is something completely unheard-of till now. And all that as a straight replacement for the humble original engine of the Vespa Largeframe scooters.

Some years ago, Ale and Fabio from Parma, Italy, contacted us to let us know that they were working on a 306cc P-Range engine. Back then they did so under the moniker of BSG. Even though we were in the know seeing the first 306cc parts in the flesh simply blew our mind. Here at SIP we certainly are no strangers to state-of-the-art tuning parts. We do get the latest stuff “hot off the press” from the scootering scene pretty much all over the world. Still the 306cc parts were different. We literally crowded around the table for the unboxing of the shipment, with something akin to kids opening Christmas presents. This engine case with this crankshaft and the cylinder kit really is a dream come true. Massive power paired with reliability for the taking.

After Jesco built up a BFA engine and raced it at the Tacho Karacho Race 2018 it was immediately obvious: Dreams are now reality. It only took a couple of days to build the engine, plus some 2 to 3 hours for setting it up prior to the first dyno runs. The first result then was a whopping 52 HP with awe inspiring torque, and all that with an engine smooth as silk. “Yeah, other engines do the same”, some may say. Which is true. For a small number of engines, built by a select handful of the best tuners out there, with years and years of experience only few can match. But this here was plug-and-play, with the parts simply fitted as they come out of the box. And we are 100% certain that with this engine as the basis, a touring engine with 40 plus HP is absolutely on the table.

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With the 25th anniversary SIP custom project we pushed the envelope to the max. The idea was a sprint scooter with the capacity to actually put huge power down in races.

With all the gizmos and bits and pieces needed to perform, in a bespoke tailored suit of a show winning custom scooter. Thus “Something Special” was born. With 71.4 HP, at the rear wheel and wins in Aachen at the first DBM run 2019 to proof it’s not just a mollycoddled dyno baby.

In 2018 Ale and Fabio got in touch again. “We’re smallframers at heart”, and with changes in both families and professionally to boot they decided the 306cc project had grown too large for them and that they could no longer handle it on their own. No matter what, we couldn’t bear the thought of this project petering out and the remnants gathering dust on a shelf, as so many other Lambretta or Smallframe projects have done before. As a result SIP took over the 306cc project from BFA and continuous to write the story, now under the label of SIP BFA. The range was furthered and a version of the engine case for 60mm stroke cranks was added, as were versions for “standard” 177cc and Malossi MHR220. On top of that there is an engine case with no transfers, to be used for other cylinders of your own choice. The parts themselves still come from the same small and prestigious Italian precision engineers, manufacturing is small and complicated. Because we commission larger badges our conditions are better, which means better prices for our customers.

Conclusion: The high-end way to implant a wolf into a sheep’s clothing. The 306 is not for your average tuning rooky. But then who or what exactly is “average”? Does the average mind tune a Vespa?

Your SIP-Team

INTRO SIP BFA

JESCO SCHMIDT, SIP TEAM MIT „SOMETHING SPECIAL“, TACHO KARACHO 2019

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Superstrong layshaft seat

Bearing seat ideal for use of a cylindrical roller bearing.

THE ENGINE CASE, A DREAM COME TRUE THE STRONG ENGINE CASE FOR VESPA LARGEFRAME MODELS IS THE BASIS TO BUILT ANY ENGINE FROM A STRONG AND RELIABLE DAILY RIDER TO AN HIGH-TECH RACER The spine of any engine, is provided by its casings.

Although they only have a secondary function as far as providing power is concerned, no motor can be stronger than the construction of its casings allows. The load carrying capacity of engine casings decides the amount of power that can be safely transmitted through the gearbox to the rear wheel and ultimately, the road. The dimensions of the engine casings determines the size of the peripheral components that can be effectively included in the set up and with it the power they can provide together. The construction of the engine case and the cylinder base gasket surface area are an indication of the limits of the potential performance limit.

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The SIP-BFA engine casings redefine the tuning of Largeframe Vespas. They provide a strong fundament upon which the other components with a whopping 306cc capacity, out of the box, can then perform to their best. The power output benchmark has now been raised well beyond the 60 HP mark. The gearbox, clutch and crankshaft now have a solid and strong case to live in.

› Plenty of space for modern, powerful tuning components › A massive, strong and elaborately balanced crankshaft › Very sturdy case, manufactured to extremely tight tolerances In spite of its improved overall dimensioning the basic, essential form of these engine casings is identical to that of the PIAGGIO originals, including identical distancing between the gearbox shafts. All of the gearbox components are compatible with engine projects based on the original engine casings. The area surrounding the original basic form has been expanded due to the design of these BFA produced engine casings.

There is now adequate elbow room for their larger crankshaft, more capable of withstanding the increased performance, while also providing an even more smoother running motor due to its larger weight of 3.5Kg.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

ENGINE CASE SIP BFA

Engine bolts plus numerous other spare parts included in the scope of delivery.

Kickstart shaft with ball bearing

AMPLE SPACE FOR EVERY CYLINDER There is more room for the cylinder too. Depending on which version you choose you may use conventional Vespa tuning barrels, or even motorbike or snowmobile barrels.

There is plenty of real estate there to house pretty much everything, even huge transfers. The cylinder base gasket measures 140mm by 130. The gold standard though is the 306 BFA barrel, with its tremendous yet uncharted performance potential. The engine, with all its components, is this kits natural home, and with its layout toward the original fan cooling it is a straightforward fit.

The generously sized crankshaft and barrel obviously mean that is a lack of space elsewhere. The BFA engine is 20mm wider than the original cases. As a result the panel may require some modification to fit. A particularly positive aspect of the SIP BFA engine case is the input shaft seat which is a lot stronger than it is in the original casing. The 70mm wide inlet port sits directly beneath the base of the cylinder and spreads over both engine case halves. The original 24mm SI carburettor can no longer be used. Dell‘Orto VHSB carburettors are a perfect fit; for a reliable fuel supply the engine comes with a fitting for a vacuum fuel pump as standard. The two crankshaft bearings both share their 62mm outside diameter and their 16mm width. On the clutch side the crankshaft spins in a floating barrel bearing, the bearing on the flywheel side is a fixed bearing.

PLEASE NOTE: › The BFA 306 engine case with its huge transfers will not accept all ignitions. We offer both a modified Vape flywheel (51007320) and a complete SIP Performance ignition (51007BRA) for this engine.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Huge cylinder base gasket surface, not only for the massive transfers of the 306 engine.

THE BEST SETUP › OUR SIP-TIP: › S IP BFA crankshaft 78245800, 78245810 or 78245820 must be used › The ideal clutch to smoothly deal with the power is the SIP-BFA Clutch (e.g. art. no. 78245900) › The Motorino Diavolo Shifter is yet another great part for building a reliable high performance engine (art. no. 87049300) › Best combined with the SIP shift pulley (art. no. 13978640)

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FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

ENGINE CASE SIP BFA

CONCLUSION: Inlet centred beneath the cylinder spigot.

A set of casings that leaves nothing to be desired. The limits from here on are suspension and brakes, not the engine’s potential.

Our BFA Engine Case on SIP TV

bit.ly/bfaengine

SIP BFA 306cc

MALOSSI 221 cc

MALOSSI 187 cc

ENGINE CASINGS AVAILABLE IN SIX VERSIONS

Engine Case SIP BFA 187/221/225/306

›3 06: The casings are prepared for the inclusion of the 306cc BFA cylinder, along

for Vespa 125 VNA-TS/150 VBA-Super/160 GS/180 SS/Rally/PX/PE/Lusso/T5

with its 64mm BFA crankshaft. Distance between BFA cylinder mounting studs: 100mm x 100mm. (art. no. 78245500)

› 225: These casings share the cylinder stud spacing all Vespa PX 125-150 models. The spigot mouth and transfer ports match the requirements of the 225cc BFA cylinder. For BFA crankshaft 60mm stroke. (art. no. 78242250)

›M ALOSSI 221: The casings are prepared to be suitable with the MALOSSI 221cc cylinder, including its matching transfer ports. Cylinder stud spacing as the Vespa PX 200 models. For BFA crankshaft 60mm stroke. (art. no. 78242100)

›M ALOSSI 187: The casings are prepared to be suitable with the MALOSSI 187cc cylinder, including its matching transfer port layout. Cylinder stud spacing as the Vespa PX 125-150 models. For BFA crankshaft 60mm stroke. (art. no. 78242300)

› 200: This version is intended as a direct replacement for the original Vespa Largeframe PX 200 engine casings. Identical with the art. no. 78242100, apart from the over-dimensioned transfer ports. (art. no. 78242500)

›1 25-150: This version is intended as a direct replacement for the original Vespa Largeframe PX 125-150 engine casings. Identical with the art. no. 78242300, apart from the over-dimensioned transfer ports. (art. no. 78242400)

SIP BFA 306cc, 64mm

78245500

1399,00

SIP BFA 225cc, 60mm

78242250

1299,00

MALOSSI 221cc, 60mm

78242100

1299,00

MALOSSI 187cc, 60mm

78242300

1299,00

PX200, w/o transfer ports, 60mm

78242500

1245,00

PX125-150, with transfer ports, 60mm

78242400

1245,00

Helpful information for mounting a foreign cylinder: Version

Opening cylinder base

Height surface area*

306

95mm 95,5mm

225

76mm 85,5mm

200/ 221

74mm

95,5mm

125-150/ 187 70mm 99,5mm

* to crankshaft axis

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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ALL INCLUSIVE ALL THE FOLLOWING PARTS ARE INCLUDED WITH THE SIP BFA ENGINE CASES WHEN YOU BUY ONE

Counter Bearing Brake Cable rear 11352680 39,00 Screw PI709099 (4) 0,60

Counter Bearing Clutch Cable rear 11352670 25,00 Screw PI831320 (2) 0,90

Screw Dust Cap M4x10 23329400 (3)

Bolt Brake Pads Engine, rear 23579900 (2)

Bush Layshaft 11352660 30,00 Screw 23328900 (4) 0,60

Bushings Casing Half 30+40mm 23580010 20,00

Stud Selector Box M7x50mm 47162000 (2)

Stud Cylinder SIP BFA 306 M8x59mm 23329500 (4) 4,50 Nut M8 mm, Copper, AF 10mm

Stud Cylinder SIP BFA 187/225 M7x140 mm 15065700 (4) 4,00

Adapter Cylinder Studs SIP BFA 200/221 23329700 9,00 This adapter is necessary to mount the cylinder studs into the engine cases 78242100 and 78242500.

30,00

Screws Engine Case M8

23329000 (2) 1,50 23329100 (3) 1,50 23329200 (2) 1,50 23329300 (5) 1,50

Screw Kit

90004100 18,00

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self locking

23329600 (4) 3,90

0,70

Stud Cylinder SIP BFA 221 M8x160 mm 87120000 (4) 5,20

Cover Sheet Air Duct Screw

Screw M6x15

23328600 30,00 23328800 (4) 0,60

2,30

23329800 (2) 1,50

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

SPARE PARTS ENGINE CASE SIP BFA

Matthias Max, Hamburg, Germany: decorates the asphalt at SIP, otherwise pastries at www.herrmax.de in Hamburg.

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LAST BUT NOT LEAST THESE PARTS ARE INCLUDED IN DELIVERY WHEN PURCHASING A SIP BFA ENGINE CASE The SIP-BFA engine cases are equipped with different bearings and shaft oil seals than the original Vespa engine cases. This is mostly due to the substantially stronger crankshaft concept. It is guided on both sides by very generously dimensioned bearings. The fixed bearing is located in the smaller casing half, the roller bearing in the larger section. This led to the shaft oil seal having to be slightly repositioned.

The gearbox bearings remain identical to those compatible with original Vespa PX engines, although the kickstart shaft features two extra needle bearings. It is also kept from leaking with a proper shaft oil seal, instead of the fragile ‚O‘-ring found on original engines. We of course stock all these bearings and shaft oil seals, both separately or as economic sets.

Bearing Crankshaft Clutch Side, SKF 30x62x16 mm 90056200 39,00

Bearing Driveshaft Wheel Side, SKF 20x47x14 mm 43473600 11,00

Bearing Set Engine clutch/flywheel/driveshaft/2xauxiliary shaft/kickstart 90056300 129,00

Bearing Crankshaft Flywheel Side, SKF 30x62x16 mm 90056100 49,00

Bearing Kickstart Shaft Clutch Side 10x14x15 mm 17019200 6,90

Oil Seal Set Engine flywheel/clutch/driveshaft/auxiliary shaft/kickstart 90056400 32,00

Bearing Driveshaft Selector Box 29x35x13 mm 90040000 9,20

Bearing Kickstart Shaft Flywheel Side 16-22-16 mm, 2 pieces necessary 17019100 7,20

Oil Seal Kickstart Shaft 16x28x7 mm 91033600

Oil Seal Drive Shaft 30x47x6 mm, blue 91043000

6,90

5,10

SIP-TIP

Oil Seal Crankshaft Flywheel Side 25x35x7, Viton 91033700 9,90

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Oil Seal Crankshaft Clutch Side 25x40x7 mm, Viton 91033800 12,90

›W e recommend to order complete bearing and oil seal sets, whether assembling a new engine or servicing an existing one.

Engines that perform on this level deserve bearings and seals in the best condition possible!

ACCESSORIES ENGINE CASE SIP BFA

Many of the SIP BFA engine parts may be sourced from P-Range engines.

Some need slight modification to fit. Some important parts, and parts particular to BFA, are listed here. You will find them in our webshop under Spareparts/Engine/ Engine cases BFA.

Rubber Mounting Bush, left/right 45,5x37,2mm 17472410 15,90

Spacer Rubber Bush Engine Case 17453900

3,90

Rubber Bush Shock Absorber Seating rear, below 29x32x15 mm 25482401 25,00

Holding Plate HT Lead, Air Duct, SIP for BFA engine 23328700 9,00

Flywheel Cover PIAGGIO for Vespa T5 fits also SIP BFA engine 23515600 45,00

Cylinder Cowling PIAGGIO for Vespa T5 fits also SIP BFA engine 23321700 42,00

Kickstart Shaft for SIP BFA Engine 11 teeth, 8 semi geared, 3 completely gear 14858000 35,00

Kickstart Lever SIP BFA Engine Rally Style 51106000 39,00 Engine PX Style 51105000 39,00 The SIP-BFA engine casings provide less room for the kickstart fixing bolt than the originals. To solve this we have kickstarts available with a fixing thread already cut into the upper opening.

Kickstart Cog SIP BFA 12-12 Teeth Ø 20,5 mm, modified 11352650 29,00 To create more space for a well-dimensioned crankshaft, the kickstart cog needs a reduced diameter. We already offer modified gear cogs.

Cover Sheet Flywheel Cover cylinder cowling 23328500 30,00 Due to the longer con rod and a different cylinder height, a gap is created between the flywheel cover and the cylinder cowling. This cover plate allows the cylinder cowling and flywheel cover to be joined.

Vacuum Connection SIP BFA Engine 78245700 8,00 The SIP-BFA engine casings are provided with a thread attachment for the vacuum pump connection as standard.

This allows the attachment of either a small pipe (#78245700) to connect a vacuum operated fuel pump, or a special plug (#78247000) to seal the opening completely.

Blind Plug

78247000 7,00

SIP-TIP › A lways double-check whether you are combining the correct kickstart with its matching shaft!

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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5 huge transfers and a main exhaust port with two subs.

306 CC – THE KRAFTWERK THE BENCHMARK BOTH IN CUBES AS WELL AS IN PERFORMANCE

BY SIP BFA MOTORI, FOR TRADITIONAL VESPA LARGEFRAMES A lack of engine capacity can be compensated by numerous technical tricks and improvements. If the engine makes use of these tricks and improvements already finding more power becomes a real challenge. The original Vespa engine was never meant for maximum power, and, let’s face it, it’s a bit dated too. Hence it does not exactly lend itself for high end tuning. The lack of “real estate” for decently sized ports could be compensated for with a larger engine capacity, and limitations in bore and stroke size wouldn’t be a problem if it were possible to improve the layout of the barrel by using a modern port arrange0 0 0 0 1 4

ment. The best solution obviously would be a modern, large capacity engine. A pipedream? Actually, no!

With designing the SIP BFA 306cc Racing Kit BFA has made a dream come true; a dream in which there hardly seem to be any limits to build a large capacity two-stroke engine. A dream with 306cc and a thoroughly modern cylinder layout whose full potential has yet to be exploited.

› 306cc engine capacity ›M odern port layout with huge transfer port area and a triple exhaust port › Cylinder head bolted down with 8 bolts, centre spark plug design › Short cylinder studs which do not interfere with the port layout

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

RACING CYLINDER SIP BFA 306cc

Impressive 78mm bore and 64mm stroke.

CONCLUSION: The ideal Vespa kit, possibly the ultimate happy ending to all teenage dreams.

LAYOUT OF THE SIP BFA 306 CYLINDER KIT

A LIST OF TECHNICAL DETAILS

The engine capacity, which, for a geared Vespa, is unprecedented, is the result of 64mm of stroke and a bore of 78mm. The piston features a flat crown and one piston ring. The cylinder-head bolts down with 8 short bolts, with a central spark plug, and it seals with an O-ring. The cylinder itself has 5 transfer ports and one main exhaust port with two sub exhaust ports. The exhaust flange bolts to the cylinder with 4 bolts.

The outside diameter of the exhaust stub is 50mm. The barrel is held down on the engine case with four short bolts, unlike the long studs of the original type cylinders. As a result BFA could start the barrel design on a clean sheet, without a need to design ports around limiting cylinder studs.

›

Plated aluminium barrel

›

78mm bore

›

Engine capacity of 306cc

›

Stroke 64mm

›

5 transfer and 3 exhaust ports

›

Flat crown piston with one 1mm piston ring

With preconditions like these the sky is the limit. Transfer port timing still are in the ballpark of a fast road-touring engine. You could either build a low revving engine with tons of torque and a wide powerband, or you could opt for an engine happy to rev, pushing out in excess of 50 HP or 60 even. Whatever rocks your boat is on the table for you to choose.

›

8 bolt cylinder head with centre spark plug

›

Includes 2 base gaskets and one O-ring for the cylinder head

Racing Cylinder SIP BFA 306cc for Vespa 125 VNA-TS/150 VBA/160 GS/180 SS/Rally/PX/PE/Lusso/T5 for BFA 306 Motor, Ø 78mm, stroke: 64,0mm

78245600

1199,00

Our BFA cylinder on SP TV

bit.ly/bfacylinder

THE BEST SETUP › OUR SIP-TIP: ›O nly fits with engine case art. no. 78245500 and crankshaft art. no. 78245800 › Best combined with T5 cylinder cowl art. no. 23321700 and flywheel cover art. no. 23328500 › Order the correct long thread spark plug such as DENSO IW 31 art. no. 88571000 or NGK BR10EIX art. no. NGKBR10EIX

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Cylinder stud-pattern of the original 125/150cc engine cases.

225 CC - MORE THAN A LITTLE BROTHER A POWERFUL SIP BFA RACING CYLINDER WITH 225CC FOR THE VESPA 125-200CC LARGEFRAME MODELS AND THE SIP – BFA ENGINE CASINGS The SIP-BFA 225cc racing cylinder is the slightly smaller sibling to the 306cc SIP-BFA cylinder that is not just equipped with a reduced capacity from the same manufacturer, but also shares the same layout and number of transfer ports, along with the high performance potential represented by the relationship between the transfer ports and bore. The most obvious difference, apart from the capacity reduction, is its method of attachment to the engine casings. This 0 0 0 0 1 6

225cc version of the BFA cylinder employs the same cylinder fixing stud layout as the original Vespa engine casings for the 125-150cc motors. This also leads to the studs being directed through the transfer port cavities, meaning they will require a gas-tight seal at the top to avoid any unwanted leaks. The main advantage of this stud layout is that these cylinders, with suitable modifications to the motor, can be mounted to the original Vespa engine casings.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

RACING CYLINDER SIP BFA 225 cc

Exhaust manifold with integrated hooks for the exhaust springs.

CONCLUSION: The more practical and ridable version of the BFA 306 cylinder, bristling with identical high-tech specifications, but technologically easier to install and master.

The SIP-BFA 225cc cylinder represents exactly the right choice for riders not requiring the brute force of the 306cc cylinder but appreciate the advantages of a modern motor concept – equipped with noticeably more durable components and a more than adequate reserves of power! The smaller cylinder also runs more harmoniously and smoother than its larger equivalent while still offering the same tuning potential normally available from a completely exotic cylinder conversion.

Racing Cylinder SIP BFA 225cc for Vespa 125 VNA-TS/150 VBA/160 GS/180 SS/Rally/PX/PE/Lusso/T5 for BFA 225 Motor, Ø 69mm, stroke: 60,0mm

78245640

1349,00

SIP-TIP: ›D o not forget to order the correct peripheral components, such as the engine casings (art. no. 78242250) and the crankshaft (art. no. 78245810).

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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8 – bolt attachment with integrated centring for reliable sealing.

HELPS WITH HEADACHES ALL THE FOLLOWING PARTS ARE INCLUDED WITH THE SIP BFA CYLINDER KIT WHEN YOU BUY ONE. YOU WILL FIND THE PARTS IN OUR WEBSHOP UNDER TUNING/SPAREPARTS TUNING CYLINDERS. Cylinder Head SIP BFA

O-Ring Cylinder Head

for 225cc, Ø 69mm

78245642

259,00

for 225cc, Ø 70mm

78245644

3,90

for 306cc, Ø 78mm

78245601

259,00

for 306cc, Ø 82mm

78245660

3,90

for 225cc, Ø 69mm 0,15mm

78245643

14,90

0,30mm

78245646 14,90

for 306cc, Ø 78mm 0,15mm

78245631

9,90

0,30mm

78245632

9,90

Screw Cylinder Head M8x30

Cylinder Base Gasket 88834100 0,90

Washer M8

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80002000 0,20

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

SPARE PARTS RACING CYLINDER SIP BFA High Performance WÖSSNER piston

225 cc

306 cc

Piston SIP BFA incl. piston ring for 225cc, Ø 69mm

78245641

265,00

for 306cc, Ø 78mm

78245610

275,00

78245611

49,00

78245612

4,90

for 225cc

78245645

99,00

for 306cc

78245650

99,00

for 225cc

PI842041

0,90

for 306cc

23329800

1,50

Piston Ring for 306cc

Gudgeon Pin Clip Gudgeon Pin Clip

Many useful tools are wear parts online: www.sip-scootershop.com

Cylinder Connection with plate for exhaust spring

Bolt Outlet

Racing Cylinder Blank 306cc

782456R0 399,00

225cc

7824564R 499,00

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Tacho Karacho 2019 SIP Team Battle: AndrĂŠ Jueterbock and Jesco Schmidt, both of the SIP development team will be racing against each other.

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Impressive 135mm forged conrod, 64mm stroke

Splined clutch shaft for a bulletproof match.

78245800

THE PERFECT CRANKSHAFT THE STRONG AND SMOOTH RUNNING CRANKSHAFT IS THE HEART OF THE SIP-BFA HIGH-END ENGINE CASE Every two-stroke motor possesses the advantage of consisting of only three moving parts; The crankshaft, con rod and piston. This simplicity also saves an awful lot of weight, when compared to other combustion motor types. This is also the fundamental reason that these components are so essential in the tuning of Vespas.

This has been consequently realised by BFA in the construction of this crankshaft and have dimensioned it accordingly. ›H eavy duty for smooth running engine by mass between crankshaft bearings › Long, high-quality connecting rod with good lubrication of the bearings › Very stable due to wide design and high-quality materials › Better connection to the clutch thanks to a cog-style attachment stub

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To be strong enough for a high-power engine the crank needs to have enough metal in the right places. For an engine to run smoothly some weight is required, at best as close as possible to the origin of vibration. In an ideal world this dampening weight is part of the crankshaft, not only but in particular with powerful engines.

THE CRANK WEBS The crankshaft in this BFA kit is noticeably more sturdily dimensioned, with a total web width of 54.4mm and a 102mm web diameter. This range of crankshafts weigh from 3.5 Kg (original crankshafts weigh about half that) according to type. This provides sufficient rotational mass to noticeably improve both the smooth running and stability of the motor. Despite its massive dimensioning this advantage in weight could only be achieved by the use of tungsten crankshaft web plug-inserts. A costly but extremely effective method of providing the crankshaft with sufficient weight.

THE FORGED CON ROD The BFA crankshafts are all equipped with forged and polished con rods, with a length of between 120mm (187-225cc) and 135mm (306cc). Generously dimensioned lubrication slots are provided, at either end, for both the big and small-end bearings.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

FULL CIRCLE CRANKSHAFT SIP BFA

Our BFA crankshaft on SIP TV

Large and wide crankshaft-webs

bit.ly/bfacrank

Tungsten balancing inserts.

CONCLUSION: The complementary high-end crankshaft and also technical kingpin of the excellent game-changing engine cases from BFA!

78245810

TECHNICAL SPECIFICATIONS ›

54.4mm total web width,102mm web diameter, weight: 3,5kg

›

60mm stroke (187-225cc) or 64mm (306cc)

›

Tungsten crankshaft web insert plugs

THE CLUTCH SHAFT

›

Forged and polished con rod 120 mm(187-225cc) or 135mm (306cc)

›

Optional spline-style clutch mounting available

Perhaps the most interesting feature concerns the redesigned clutch-side crankshaft shaft. There are two versions available: Standard (187-225cc) and splined. This makes the connection between the crankshaft and the clutch extremely durable and strong. This solution requires however the SIP BFA clutch, equipped with an identical spline-style attachment set up. The woodruff key is no longer required. Clutches that spin or friction weld themselves to the crankshaft become a part of history!

›

Includes piston pin bearing, woodruff key clutch side and clutch nut

PLEASE NOTE: ›

P ay attention to the positioning of the bearing. The BFA engine cases are already equipped with their own bearings with the fixed bearing being located within the flywheel side of the engine casings.

Full Circle Crankshaft SIP BFA for Vespa 125 VNA-TS/150 VBA/160 GS/180 SS/Rally/PX/PE/Lusso/T5 for BFA 187/221/225 engine, stroke: 60,0mm, conrod: 120,0mm 78245810 749,00 for BFA 306 engine, stroke: 64,0mm, conrod: 135,0mm, splined 78245800 799,00

Conrod SIP BFA Forged Conrod, polished, conrod: 120,0mm, pin Ø16mm

78245811 219,00

Forged Conrod, polished, conrod: 135,0mm, pin Ø18mm

78245801 229,00

THE BEST SETUP › OUR SIP – TIP: › SIP BFA engine case absolutely necessary. › Do not forget to order crankshaft bearing art. no. 90056100/ 90056200 and shaft seals art. no. 91033700/91033800, as well as PX woodruff key flywheel side and nut. › The crankshaft can be gently installed with this tool 10052700.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Handmade out of 32 segments.

NO DRUMS, BUT A LOT OF PIPE A NO-CORNERS-CUT HIGH-QUALITY RACING PIPE WHICH PERFECTLY COMPLEMENTS THE SIP BFA CYLINDERS WITH ITS QUALITY AND LAYOUT This racing exhaust for the BFA 306 and 225 motor belongs to a group of components designed for exclusive use with the BFA engine casings. This is not restricted to the flange fitting the exhaust outlet on their cylinder but extends to being specifically conceived to complement their capacity, port timings/cross sectional areas to produce a strong and harmonic power curve. › Very wide performance band › Optimum function on BFA 306 or 225 engine › Very elaborate and nice fit

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To smooth their radii and create more harmonic curves, these exhausts are welded together from 32 single segments. This makes their construction especially complicated and time intensive but guarantees maximum exploitation of the potential power provided by the cylinder.

SPECIAL PROCESSING FOR THE SIP BFA RACING CYLINDER As the BFA cylinders have outlet port cross sectional areas correlating specifically to their transfer port system, the exhaust flange diameter is not compatible with original Vespa motors. The exhausts of the BFA motor cannot be fitted to a e.g. Malossi cylinder. The flange is attached to the cylinder with four bolts, at a distance of 60x35mm to each other.

The BFA race exhausts possess an extraordinarily voluminous diameter, but thanks to careful routing, good cornering clearance remains available. The use of main stand, wider-section tyres and spare parts needs modification, no plug&play.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

RACING RENNAUSPUFF EXHAUST SIP BFA

CONCLUSION: An exhaust, with a specification and production quality to match the race technology of the BFA Vespa Largeframe motor perfectly!

Works with mainstand, wide tyres and spare wheel.

Some modifications required.

The BFA exhaust is delivered unpainted and also has an aluminium silencer unit.

When combined with the BFA motor over 50HP are easily available, plug and play!

TECHNICAL DETAILS: › › › › › › › › ›

Racing Exhaust Steel, unpainted

PLEASE NOTE › SIP TIP › F its only with SIP BFA 306cc cylinder art. no. 78245600 and 225cc art. no. 78245640 › Do order exhaust paint for the perfect look e.g. black (art. no.

140700000) or clear (art. no. 14072000)

32 steel segments Aluminium silencer, bolted Lefthand Rubber sheathed springs Mount with 2 rubber buffers O-Ring flange The use of main stand, wider-section tyres and spare parts needs modification

Racing Exhaust SIP BFA 225/306cc for Vespa 125 VNA-TS/150 VBA/160 GS/180 SS/Rally/PX/PE/Lusso/T5 for BFA 225 engine, stroke: 60,0mm

78245630

655,00

for BFA 306 engine, stroke: 64,0mm

78245620

655,00

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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CONCLUSION: A good pipe for your daily ride to work.

A HERRING INSTEAD OF PARMESAN THE HAMBURG TUNING POWERHOUSE ADDS ITS OWN FLAVOUR TO THE FAMILY OF EXHAUSTS FOR THE BFA 306 SCOOTER & SERVICE has developed this Vespa racing exhaust for the SIP-BFA 306 engine specifically. It is available either in stainless or in plain steel, with the low noise S PLUS internal muffling developed by SCOOTER & SERVICE as an option.

Racing Exhaust Scooter&Service BFA 306 for Vespa 125 VNA-TS/150 VBA-Super/160 GS/180 SS/Rally/PX/PE/Lusso/T5 Silencer: Aluminium, Colour: (silencer): silver, lefthand, S-Plus Steel, clear painted 78245681 779,00 Stainless Steel

78245682 849,00

› Daily rideable power characteristics › Pleasantly quiet thanks to internal muffling › Available in plain and in stainless This exhaust is designed for real road usable power with the 306cc BFA lump, with a broad powerband and enjoyable and rideable power delivery. This expansion chamber is supplied with a bracket and all bits and pieces required to fit it. It will work with wide tyres but not with a main stand. Both versions, plain- or stainless steel, make between 43 HP and 46 HP and around 45 Nm of torque on a SIP-BFA 306 engine as it comes out of the box, when combined with a 35mm carburettor. All that with very low noise emissions, courtesy of the internal muffling.

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THE BEST SETUP › OUR SIP-TIP: › T his exhaust is meant to be used with the BFA 306 kit only: art. no. 78245600 › Engine case required: art. no. 78245500 › Classic black suits most scooters best, and it protects the expansive exhaust: art. no. 14070000

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

„Arriba, Arriba, Ándale“ Jochen Undesser, Linz, Austria: “I’ll fit the SIP BFA Engine to my Spanish Motovespa. The project will hit the road in 2020. Next to the pipe I look almost fragile“.

Other inlet manifolds soon under ww.sip-scootershop.com

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TACHO KARACHO 2/2019 VESPA & LAMBRETTA QUARTERMILE AT SIP SCOOTERSHOP/LANDSBERG Rarely does a second part reach the same level as the first - at least when it comes to American films, the classics of world literature or attempts at reconciliation with one’s first great love. Luckily, in the world of sports, however, things are different, and the latest edition of the DBM race outside the entrance to the SIP building in the centre of Landsberg was anything but boring. There were top riders from Italy, extremely close races, new best times, a small scandal, an exceptionally emotional press conference and, unfortunately, an accident as well. And all in great weather in front of a very well-attended stand. The day was hosted professionally and entertainingly by the DAZN host, Harald Birk, and the DBM co-organiser, Andre Scholz.

As the Tacho Karacho II wasn’t just a race and SIP had undertaken to celebrate its 25th anniversary together with riders and spectators, the call from Bavaria wasn’t just

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responded to by the German racing elite, but some riders from Italy and Austria as well. All in all, over 40 riders reported to participate in the different classes. As usual, the contingent from Italy proved to be strong and included top riders such as Simone Bertani from BFA and Ivan Maghini from Tiniracing. It was Claudio Maffi from Team Cinquini who claimed victory in the “Best of All” category, however. The top German riders from recent years all found themselves grappling with problems or were eliminated due to technical difficulties. Frank Schiemer made it through to the final to do battle with the quick Italian riders, but narrowly failed to cut the mustard there. Maffi put down a new record for the event, requiring just 6.52 seconds for the 150m sprint, including the reaction time. Some six riders in the field achieved a maximum speed of approximately 137 km/h over the short distance from a standing start.

Regrettably, there were two unfortunate incidents. Julian Junginger lost control of his scooter just after the start and crashed and had to be treated in hospital. Luckily, he was back on the racing circuit by the end of the day though. The day also saw something of an unusual incident that has never been seen before in this racing series. A resident in the industrial area felt upset by the race while drinking coffee and ended up spraying water over the braking zone on the racing circuit. The surprised riders were luckily able to respond in good time, however, and avoided an accident or injuries at speeds of more than 100 km/h. Although the race had to be interrupted, it failed to put a damper on the day’s great atmosphere.

In the evening, the riders, visitors and helpers got together in the town centre and celebrated the race and the company anniversary at a Soul Night. A little tired, but with new contacts and friends, the riders parted ways over the Alps.

TACHO KARACHO SIP BFA

SIP TV Video Tacho Karacho:

bit.ly/tachokaracho19-de

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Also available for conventional driveside-crankshafts.

Our BFA clutch on SIP TV:

bit.ly/bfaclutch

SEPARATING MUST NOT HURT HIGH-TECH CLUTCH FOR LARGEFRAME MODELS, IMPROVED DESIGN AND ACTUATION FOR EASY AND RELIABLE USE With the new developments of recent years there is little left to be desired by the riders of the large geared Vespas. CNC machined clutches such as the SIP „Ultrastrong“, the SIP Race or the MMW „Superstrong“ are hard to push to their limits, if at all. They require little force on the lever, are reliable and have a track record of working well with power outputs in excess of 50 HP. There is always something that can be improved though. BFA has gone the extra mile and has designed a clutch that survives a 70 HP engine. › Little inert mass on the crankshaft › 5 clutch plates › Version with splined connection available The actuating principle of the Vespa Largeframe Clutch has been reversed. The idea was to have less inert mass rigidly connected to the crankshaft, which in turn is meant to improve actuation.

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THE LAYOUT OF THE CLUTCH A lot of design and construction work was required to reverse the working principle of the clutch. BFA had their own primary gear cog made, particularly for this clutch. Not only does that make sure they have a solid and durable solution, the low built height of the gear cogs also helps to make room for 5 clutch plates. The clutch gear cog is bolted to the CNC machined aluminium outer clutch basket with 12 bolts. Between outer and inner basket there now is a needle bearing instead of the original bronze bushing. The pressure plate that compresses the clutch features a ball bearing. All friction and cover plates are made from aluminium. The lowest plate houses 6 springs in a way similar to Vespa Smallframe clutches. These may, if required, be complimented by 6 smaller diameter springs which then sit inside the larger ones. Delivery includes a straight cut primary drive. Also contained are two bolts with which the clutch can be compressed and the plates changed without having to take the clutch out of the engine, and two rings to shim the pressure plate to its correct position in height relative to the clutch cover.

The clutch as a whole sits underneath the original P200 clutch cover (slight modifications are required occasionally). The clutch plates are Vespa Smallframe items.

CLUTCH SIP BFA

CONCLUSION:

Inculdes primary drive and ball bearing thrust plate.

The BFA Largeframe clutch is the state-ofthe-art clutch for a clean, reliable and light-on-thelever link between the engine and the gearbox.

VARIOUS VERSIONS

Clutch SIP BFA Race, standard clutch stub

›

One to fit the original P-Range type crankshaft.

for Vespa 125 VNA-TS/150 VBA-Super/180-200 Rally/PX80-200/PE/Lusso/T5/Cosa

›

ne with splines which makes for a pretty much indestructible interface O with the crank. This does require the use of a crankshaft with the suitable spline drive side shaft though.

teeth 22/64

93406700

695,00

teeth 23/64

93406600

695,00

teeth 24/64

93406500

695,00

›

Both versions come with a choice of a 22 tooth, 23 or 24 primary gear.

TECHNICAL DETAILS

Clutch SIP BFA 187-306, geared clutch stub for Vespa 125 VNA-TS/150 VBA/160 GS/180 SS/Rally/PX/PE/Lusso/T5, for BFA 187-306 engine

›

teeth 22/64

78245910

729,00

CNC machined aluminium outer basket, 12 bolt primary drive cog attachment

teeth 23/64

78245900

729,00

›

CNC machined steel inner basket with circlip fixing mechanism

teeth 24/64

78245920

729,00

›

Pin-roller bearing between the inner and outer baskets

›

Aluminium separation plates

THE BEST SETUP › OUR SIP-TIP:

›

Five Vespa SF friction plates

›

Bearing-equipped pressure plate

›

2 CNC machined aluminium end plates

›

12 springs, 6 internal – 6 external

›

Includes either a 24/64 or 23/64 primary drive cog with straight cut teeth

›

Clutch plate replacement possible while shaft mounted

›

Compatible with the original 200cc engines clutch cover

› T he BFA crankshaft for the BFA engine case comes with 64mm stroke and a splined driveside shaft: art. no. 78245800 › For perfect low friction sensitivity and smoothness we recommend our SIP Performance clutch cable (art. no. 94180440) › BFA recommends 10W 30 oil: art. no. M7614052 › The CRIMAZ push rod „Rallino” makes actuation of the clutch easier: art. no. 87724000

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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87482910

87482700

SPLINED OR NOT SPLINED ALL THE FOLLOWING PARTS ARE INCLUDED WITH THE SIP BFA CLUTCH WHEN YOU BUY IT Clutch Baseplate splined

87482910 199,00

plain

87482900

199,00

22 teeth

87482700

149,00

23 teeth

87482800

149,00

24 teeth

87482600

149,00

Clutch Gear Cog, straight teeth

Clutch Friction Plates NEWFREN Race 5 plates, with springs with discs

93493410

79,00

without discs

93495600

49,00

87482920

10,90

Clutch Plain Plate Aluminium, th 1,5mm

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ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

SPARE PARTS CLUTCH SIP BFA

Frank Schiemer, Bad Waldsee at the TACHO KARACHO 2019 with SIP girl Jule

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Modified carbon reed valve from karting

CONCLUSION: The best possible way for the fresh charge to enter the SIP-BFA engine case.

STRAIGHT AND DIRECT TO THE BULLS EYE INLET MANIFOLD AND REED FOR THE SIP BFA ENGINE CASES For a powerful two-stroke engine the fuel-air mixture ideally needs to be fed into the engine with as little obstruction as possible. The inlet tract should be short and without restrictions. This exactly is where the BFA inlet manifold excels. › Short inlet tract › Plenty area for carburettors up to 40mm

Manifold SIP BFA 187/221/225/306cc for Vespa 125 VNA-TS/150 VBA/160 GS/180 SS/Rally/PX/PE/Lusso/T5, for BFA 187-306 engine Manifold SIP BFA 225/306cc, complete

78245200 289,00

Reed Valve, 4-flaps, carbon

78245210 109,00

Reed Valve Petals, carbon, pair

78245240

59,00

Connecting Piece, inner diameter 40mm, outer diameter 45mm 78245220 159,00 Gasket Set, pair

78245230

14,90

› Perfectly flowed with a stuffer The inlet tract of the SIP-BFA engine case is perfectly designed for the unhindered passage of air-fuel mixture into the engine. The reed sits well centred above the crankshaft and its angled towards the piston crown. The carburettor directly bolts to the reed.

LAYOUT BFA INLET MANIFOLD The BFA inlet manifold was designed for these engines, hence it is a perfect fit. It’s cast in aluminium with an integrated stuffer. The reed itself is a modified Kart-Racing.

Gaskets and bolts are included valve with 4 huge carbon fibre petals. The carburettor itself is fitted with a connecting rubber. This rubber is not included but needs to be selected to fit the chosen carburettor. The inside diameter of the manifold is 40mm, the outside diameter where the connecting rubber sits is 45mm

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THE BEST SETUP › OUR SIP-TIP: › Only fits the SIP BFA engine cases from 187cc to 306 › The go to carburettors for a powerful setup are either a Dell`ORTO 39 VHSB 39 ND (art. no. MA09790) or a Smart Carb SC2 40 (art. no. 618438SC) › Make sure to order the correct rubber connector for your carburettor, e.g. art. no. 40410000 for DELL`ORTO 39

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

MANIFOLD SIP BFA

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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oval outlet

THE ALL TIME CLASSIC The technically refined DELL‘ORTO VHS flat slide carburettors are considerably better than the straightforward drum carburettors and therefore improve the performance and effectiveness of the engine. The deciding factor in this case is the (double) slide design: On a flat, square design, the projecting edges of the drum carburettor are omitted. Due to the straight tear-off edge of the flat slide it is possible to achieve a smooth, streamlined air passage and therefore a superior cylinder fill. With a venturi of up to 39.5mm they are not only suitable for use on 0 0 0 0 3 6

high performance Largeframe engines but also for high end Smallframe set-ups. › F latslide design with excellent throttle response and overall power › Highly variable fine tuneability with a wide range of accessories › Benchmark quality We stock the VHS series in four versions (B, C, H, T). Depending on the design they have a pre-installed collapsible choke (VHSH/T) and a cable blend. To tune the carburettor, it is possible to choose from the wide range of high quality DELL‘ORTO jets. The needles, main jets and idle jets all generally originate from the time proven standard product range.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

CARBURETTOR DELL‘ORTO VHSB 34-39,5

CONCLUSION: Flat slides are clearly superior to drum carburettors in the lower and mid rev range in particular!

MA09789

THE VHSB CARBURETTOR The VHSB range is among the biggest and most powerful DELL’ORTO carburettors.

Their oval venturi is the icing on the cake in the world of high-end carburettor tuning!

They have been out and about for a while, but they have been updated time and again.

There are versions with a gas flowed air intake system and venturi, with an aluminium top cap or a polished air intake system. They still are the benchmark of two-stroke carburettors.

THE BEST SETUP › OUR SIP-TIP: › A jet set (e.g. idle jet, 5mm, part no 40100000 and main jet, 6mm, 40270100) help when tuning the VHS carburettor › Don‘t forget the matching RAMAIR air filter (e.g. art. no.

40390000)!

MA09790

CARBURETTOR DELL‘ORTO VHSB 34,39,5 Carburettor DELL‘ORTO VHSB 34LD flat slider 40050000 225,00 connection engine: 44mm, connection air filter: 64mm, oval, plastic cover Carburettor DELL‘ORTO VHSB 34QD Racing flat slider 40051000 269,00 connection engine: 44mm, connection air filter: 64mm, oval, metal cover Carburettor DELL‘ORTO VHSB 36 RD connection engine: 45mm, connection air filter: 65mm

MA09803 372,00

Carburettor DELL‘ORTO VHSB 38DD Racing flat slider 40053000 279,00 connection engine: 44mm, connection air filter: 64mm, oval, metal cover Carburettor DELL‘ORTO VHSB 39 Disc Valve main jet 215, idle jet 120, mixer tube DQ262, needle K76

MA09789 299,00

Carburettor DELL`ORTO VHSB 39 ND MA09790 395,00 Connection engine: 45mm, connection air filter: 65mm, needle K8 Carburettor DELL‘ORTO VHSC 39,5BD Racing flat slider 40052000 592,00 connection engine: 44mm, connection air filter: 64mm, metal casing

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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618439SC

THE SMART ONE A CARBURETTOR FROM THE USA WHICH PROMISE TO REVOLUTIONISE THE PREPARATION OF FUEL/AIR MIX FOR TWO-STROKE MOTOR Great things are possible, according to the producer SmartCarb, when their new carburettor type is used:

In order to realise these impressive claims these carburettors are equipped with features that distinguish them from types produced by other manufacturers:

› 10% performance increase

› Adjustment without carburettor jets

› 30% increased fuel efficiency

› Particularly efficient atomisation

› 50% reduction in exhaust gas emissions

› Especially efficient atomisation

› 20,000ft + altitude compensation

› Automatic ambient air pressure compensation

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FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

CARBURETTOR SMARTCARB 36 - 40 BILLET SC2

Alessandro Graiani and Simone Bertani, BFA Racing Team from Parma, Italy at the Tacho Karacho 2019

SMART CARBURETTOR TUNING SmartCarbs setup changes can be done within seconds, without tools; the position of the needle is altered with a “click” arrangement. To make sure this works on all types of engines the carbs come pre-set. We sent SmartCarb the details of the engines the carburettors are being used on, and they worked out a base setting that covers a wide range of possible applications. They fit all two-stroke engines and do not require any fuel other than pump fuel. The carburettors are now only available in the improved SC² version.

THE BEST SETUP › OUR SIP-TIP: › I nclude suitable rubber mount in your order, e.g. for SIP BFA inlet manifold art. no. 4041000 › Don’t forget a new fuel line e.g. art. no. 4130000 and throttle cable e.g. art. no. 62042000

Which carburettor do I need? mm

cylinder capacity

maximum power between

36mm

125 up to 350cc

7000 and 12000 rpm

30 up to 50 HP

power from

38mm

125 up to 350cc

7000 and 12500 rpm

30 up to 60 HP

40mm

125 up to 350cc

8000 and 13000 rpm

30 up to 60+ HP

Carburettor SMARTCARB 36 - 40 Billet SC2 Carburettor SMARTCARB 36 Billet SC²

618440SC

769,00

Carburettor SMARTCARB 38 Billet SC²

618439SC

769,00

Carburettor SMARTCARB 40 Billet SC²

618438SC

769,00

CONCLUSION: An innovative carburettor which is meant to make injection superfluous.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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KEIHIN PWK 38 Air Striker 61838ASO

KEIHIN PWK-S 38 Air Striker 61838ASS

PRECISION FROM JAPAN KEIHIN PWK FLAT SLIDE OF THE PWK AND PWM SERIES OF CARBURETTORS ARE THE BENCHMARKS IN THE INDUSTRY High quality, produced to the tightest tolerances level they are, at the moment, second to none in terms of quality and performance. Hence a number of manufacturers relies on Keihin as the original equipment manufacturer for their competition motocross bikes. The carburettors are great to tune because they clearly distinguish between the different throttle opening position. KEIHIN PWKs have great throttle response and work extremely well over the entire rev range. This makes them not only the first choice for race engines, but also great for tuned road engines.

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› Flatslide cart of the latest design › OEM quality and reliability › Great tuneability with a huge choice of components

SPECIFICATION- AND TUNING OPTIONS Some Keihin carburettors come with a power jet which enriches the mixture under full bore. With this option the main jet can be chosen smaller which improves engine pickup over the range. The great advantage of the Keihins is their easy tuneability. They give great and easy to interpret feedback by clearly reacting to changes with altered throttle response and engine smoothness. There is a huge choice of well documented needles, jets and slides, easy to find, to fine tune the engine. With their well known performance and reliability the Keihin flatslide carburettors have been the inspiration of many a copy.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

CARBURETTOR KEIHIN PWK 35-41

KEIHIN PWM 38 61838100

KEIHIN PWK 41 Pro 61841P00

NUMEROUS DIFFERENT VERSIONS

THE BEST SETUP › OUR SIP-TIP:

›

We stock the powerful Keihin PWK Carburettors in sizes from 28mm to 41.

›

The Airstriker version is designed for improved low rpm throttle response.

›

T he PWK 41 Pro is a painstakingly optimised version with a CNC machined bellmouth.

›

T he PWK-S carburettors share their shorter body with the PWM carburettors but combine it with the slide of the PWK carburettors. They are ready to be run with a TPS throttle position system.

›

T he most recent and most powerful Version of the Keihin carburettors are the PWM with the elaborate double D-shape slide.

›U se the guides for the overflow hoses to keep your engine clean art.-no 22159452 › The KMT jets are very accurate and making jetting easy art. no. KK150172 › Upgradable with TPS (Throttle Position Sensor): 40099100

For a huge choice of jets, needles and atomisers check www.sip-scootershop.com

Carburettor KEIHIN PWK 35-41 Carburettor KEIHIN PWK 35

61835000

279,00

Carburettor KEIHIN PWK 35 Air Striker

61835AS0

289,00

Carburettor KEIHIN PWK-S 36 Air Striker

61836ASS

359,00

Carburettor KEIHIN PWK 38 Air Striker

61838AS0

309,00

Carburettor KEIHIN PWK-S 38 Air Striker

61838ASS

359,00

Carburettor KEIHIN PWM 38

61838100

345,00

Carburettor KEIHIN PWK 41 Pro

61841P00

379,00

CONCLUSION: High End tuning carburettor. Often copied but never equalled.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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42042000

GRAND PRIX MADE IN ITALY TECHNOLOGY STRAIGHT FROM THE RACETRACK, BY THE PRESTIGEOUS ITALIAN DEA TUNING HOUSE A bigger carburettor is not automatically a better carburettor. It does not necessarily add extra horsepower to the motor, even though in theory it should. The main drawback is that their primary function, to spray a finely dosed air/fuel gas mixture into the motor, becomes more demanding the larger the throttles diameter becomes.

Their suitability is also restricted to motors that are tuned for maximum performance. The large carburettors especially combine a high level of technology and precise engineering with relatively small runs of production.

This inevitably means these components are also rather exclusive. This 42mm carburettor from DEA is surely one 0 0 0 0 4 2

the rarest and most exclusive tuning parts that can be included on a two-stroke motor. The trade-off is that in the ultimate quest for performance the final small gains have to paid for most dearly. › Racing carburettor made in small batches › CNC precision machined, using only the best materials › The most powerful carburettor on the market The DEA carburettor represents state-of-the-art manufacture in small production runs. The inlet bellmouth is of high precision production, calculated exactly to provide an optimal gas-flow and possesses a perfect surface finishing. The throttle slide is made of a brass alloy, allowing reliable movement while also reducing any tendency to rattle. A manually operated wheel is located on the top of the carburettor to open and close its power jet.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

VERGASER CARBURETTOR DEA DEA 42 FLACHSCHIEBER 42 FLAT SLIDER

JETS AND NEEDLES COMPATIBLE WITH DELLORTO

THE BEST SETUP › OUR SIP-TIP:

All the adjustment peripherals, such as jets and mixing tubes, are provided by DELL‘ORTO (jets are not included with this carburettor kit). This provides the advantage of a wide and easily accessible array of alternative adjustment possibilities. Every single surface of the DEA carburettors is precisely finished during production. All fixings, seats and threads are also of the highest quality – along with all fittings and manufacturing tolerances.

The overall result of this sophisticated production process takes carburettor function to a higher level. The throttle response and performance provided by this carburettor are fit for the premier league of two-stroke tuning. It is also wonderfully simple to set up and also easy in everyday use. The DEA 42mm carburettor exploits the potential that a larger diameter carburettor can provide to the absolute maximum!

Carburettor DEA 42 Flat Slider Connection engine: 46mm, connection air filter: 68mm, Powerjet

›M ixing tubes, throttle needles and jets are NOT included in the delivery. We recommend the following set up: Main jet KM200218, Idle jet 40100000, Mixer tube MB12542B66, Throttle needle MB08530B089 › A TPS sensor can be retrofitted (Throttle Position Sensor): 40099100 › The most accurate way to adjust a carburettor are the KMT jets. Best in set: KM200218

CONCLUSION: 42042000

2150,00

The largest diameter carburettor that we have available, with a maximum of potential offered by a carburettor.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Almost all main components of the SIP BFA engine in a bundle

ALMOST LIKE PLUG AND PLAY ALL ESSENTIAL PARTS OF THE BFA ENGINE IN ONE TUNING KIT The oldest wisdom in engine building is: Nothing beats displacement except maybe more displacement! BFA has embraced this idea and taken it to the maximum with a Vespa Largeframe engine with 306cc. They left no stone unturned. Engine cases, barrel, crankshaft, everything was designed from scratch and with the requirements of a 306cc high-end engine in mind. The result is next level Vespa tuning, unlike any Vespa before, with the power, torque and powerband of a proper motocross bike.

Describing the individual components of the Tuning kits yet again would be too much here. They are dealt with in depth as individual parts elsewhere. This tuning package contains all SIP BFA engine components. In addition to that it also includes

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the bits and pieces which cannot be taken from the PX/T5 engines, like bearings, oil seals, or which are required for all new engines, like the swing arm and shock rubber mounts‌.Gearbox parts, cylinder cowling and flywheel cover you may already have from other engines may be used. Small parts, like nuts, woodruff keys are PK EFL parts and have to be ordered separately.

Tuning Kit SIP BFA for Vespa 125 VNA-TS/150 VBA-Super/180-200 Rally/PX80-200/PE/Lusso/T5 225cc, clutch 22/64 225cc, clutch 23/64 225cc, clutch 24/64 306cc, clutch 22/64, geared 306cc, clutch 23/64, geared 306cc, clutch 24/64, geared

7824512J 7824502J 7824522J 7824511J 7824501J 7824521J

4689,00 4689,00 4689,00 4829,00 4829,00 4829,00

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

TUNINGKITS SIP BFA

CONCLUSION: No tedious searching for all parts, just place the order for the package to buy all relevant main components for the SIP BFA engine.

THE SCOPE OF SUPPLY OF THESE KITS, WITH MISCELLANEOUS ENGINE PARTS, IS AS FOLLOWS ›

Engine cases SIP BFA 225 or 306

›

Cylinder kit SIP BFA 225 or 306 including cylinder head

›

Full circle crankshaft SIP BFA 225 or 306

›

Inlet manifold SIP BFA with 4 petal reed

›

Clutch SIP BFA conventional, 225 or splined 306 in various versions

›

Bearing set engine, art. no. 90056300

›

Set of oil seals engine, art. no. 90056400

›

Rubber bushes including spacer shims

›

Modified kickstart gear, art. no. 11352650

›

Vacuum connection and blanking plug

›

Flywheel cover/cylinder cowling, art. no. 23328500

There are a number of options for carburettors and ignitions, hence we choose not to include these components in the package. For our own SIP BFA engine projects we used the SIP performance by VAPE ignition and a generously sized DELL‘ORTO VHSB 39 ND carburettor. For the gearbox we use the EFL gear cogs by DRT in all engines up to the 72 HP project and combine them with variations of the DRT layshaft.

THE BEST SETUP › OUR SIP-TIP: ›D on’t forget to order the kickstart quadrant and a modified kickstart. › Flywheel cover and cylinder cowling T5 complement the set nicely. › The ideal carburettors for the powerful setup either are the DELL`ORTO 39 VHSB 39 ND or the Smart Carb SC2 40. › Add a suitable long thread spark plug like DENSO IW 31 (art. no. 88571000) or NGK BR10EIX (art. no. NGKBR10EIX). › Use fully synthetic oil, e.g. SIP Race (art. no. 14440000) or MALOSSI 7.1 Racing (art. no. 76823000).

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Reinforced gear wheel for high loads.

THE BEST SETUP › OUR SIP-TIP: For more driveshafts, gear wheels and gearbox parts check www.sip-scootershop.com

›D on´t forget to order a new PX Lusso selector box, a suitable rear wheel holding nut and gear box oil. New oil seals, bearings and a gasket set are essential.

POWER NEEDS TO BE HANDLED COMPLETE MAINSHAFTS MAKE BUILDING THE GEARBOX EASY The complete PX Lusso drive shaft gear kit includes 4 gear cogs with 57, 42, 38 and 35 cog teeth, a cruciform, a selector rod, spacers and circlips. This kit saves ordering all the parts you need separately. The kits are available in 2 versions: the high end package as a mix of PIAGGIO/DRT parts and the high-quality one from RMS. The existing layshaft can be uses and does not have to be replaced or modified.

The RMS/PIAGGIO has the grooves that help hold the cruciform in position during engine use, typical of the original PX Lusso drive shaft design along with the relevant spacers and circlips. Good for tuned engines and perfect engine work.

Driveshaft “PX Lusso”, complete for BFA engine case 187-306cc, fits also Vespa PX150-200E Lusso 2°/`98/ MY/`11/Cosa 150-200, Driveshaft PIAGGIO/DRT „PX Lusso“, 4 gear cogs 57-42-38-35 teeth, cruciform, selector rod

8810300

› No tedious hunting down of individual components. › The right setup for every use and engine.

CONCLUSION:

› Fits the standard input shaft

One stop shop answer for large frame motor gear boxes.

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549,00

DRIVESHAFT / LAYSHAFT ASSEMBLY DRT

THE BEST SETUP › OUR SIP-TIP: ›D on´t forget to order a new layshaft fixing nut, a safety washer, bearing and gearbox oil. A new primary drive repair kit should also be included in every major service.

LAYSHAFT WITH BITE PROPHYLAXIS AGAINST PERIDONTOSIS WITH REINFORCED LAYSHAFTS The Spitfire was not just good for keeping ME109s on the go, it also does wonders for the PX gearbox, thanks to DRT. This newly produced layshaft assembly is CNC machined from tough steel and then hardened. It is therefore more able to withstand extreme levels of performance, convinces through durability and so presents an optimal addition to the layshafts available on the market.

They also enable a more precise gear ratio tuning process for each particular motors power delivery characteristics. The PX engines, built by the German and Austrian tuning scene, are getting more and more powerful. For this reason, SIP asked DRT to build the 2013 version of the layshaft assembly Spitfire from even more resistant material. The primary repair set is also included. „You get the best quality“, says Denis of DRT. It is a little more expensive, but performance has its price.

Layshaft Assembly DRT for SIP for BFA engine case 187-306cc, also for Vespa 200 Rally/P125-150X 2°/P150S 2°/P200E/PX125-200 E/Lusso/`98/MY/`11/T5/Cosa, with primary repair kit, F1 Steel, inner bearing seat 42mm 12-13-17-20 teeth, SPITFIRE ROAD 2015, short 4th gear

40436316 265,00

12-13-17-19 teeth, SPITFIRE RACING 2013, extra short 4th gear 40436307 269,00

CONCLUSION: DRT make simple and effective gear ratio tuning possible for everyone.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Feedback from the scootering scene – Wolle, Scooter&Service, Hamburg, 10/2019: “Even with the super tall primary gear of 64/24 and a tall first and second gear by DRT one soon stops spontaneously cracking the throttle open, simply because doing so makes the front wheel skyborne in any gear other than fourth and below 100 kph.”

THE MAIN THING IS THAT THE MAIN SHAFT STAYS THE MAIN THING STRONG GEAR KIT, EFL TYPE, WITH OPTMISED GEAR SPACING Modern tuning options and the level of power available today stress all engine components to a degree hitherto unknown. With Largeframe models in particular the gearbox has often been identified as a weak link, even though it actually is adequately dimensioned to survive even very high-power outputs. Some manufacturers have risen to the challenge and have launched improved versions of the gearbox. Usually it’s only details that are changed, such as the choice of material or the design of the cush-drive. We have put together a complete gearbox-kit with DRT F1 loose gears and layshaft, both of which have proven numerous times to work in engines with 50 HP and over.

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› Improved cush-drive › High quality, strong materials › Excellent value for money DRT also supplies the cush-drive with uprated springs and more cush travel. The kit is complemented by a PIAGGIO drive- and shift-shaft, and a CIF cruciform. All in all, this makes this gearbox a unique combination of high quality and excellent value for money.

A set of Shims, and circlips, complete the kit. The set of shims consists of one standard 1mm shim each, and 6 high precision SIP shims. With these the gearbox can be shimmed to perfection. Once that is done everything is then secured by uprated DRT circlips.

Gearbox Kit „PX Lusso“ PIAGGIO/DRT for BFA engine case 187-306cc , also for Vespa 125 GT 2°/GTR/Super 2°/TS/150 Sprint 2°/V/Super 2°/Rally/PX80-200/PE/Lusso/T5/Cosa Gearbox Kit „PX Lusso“ PIAGGIO/DRT BFA Touring layshaft 12-13-17-21 teeth, 4 gear cogs 55-40-38-35 teeth

88109200 849,00

Gearbox Kit „PX Lusso“ PIAGGIO/DRT Road layshaft 12-13-17-20 teeth, 4 gear cogs 57-42-38-35 teeth

88109100 849,00

GEAR BOX KIT „PX LUSSO“ PIAGGIO/DRT

THE BEST SETUP › OUR SIP-TIP: › T he most common cause for a gearbox failure is missing a gear or jumping out of gear. Both can be virtually eliminated by using a Motorino Diavolo gearshift: art. no. 87049300 or art. no. 87049500. › Make sure to also order the right primary drive. For many tuned engines 23/64 is a good choice. Straight cut gears make it stronger, and there is no axial load to stress bearings and casings: art. no. 67167210. › Use a high-quality brake drum to make sure power reliably reaches the rear wheel: art. no. 24277910. We recommend using the SIP-BFA clutch: art. no. 78245900 or art. no. 93406600 in combination with this high-end gearbox.

Kann man beimSIP-TIPP etwas kürzen oder woanders rein packen.

Der rote Kasten ist zu groß!

DAS BESTE SETUP

SIP-TIPP

›D ie häufigste Ursache for einen Getriebeschaden ist Verschalten oder Gangspringen. Beides lässt sich nahezu ausschließen, wenn eine Motorino Diavolo Schaltung verwendet wird: Art.-Nr. 87049300 oder Art.-Nr. 87049500. › Die richtige Primärübersetzung mitbestellen. For viele getunte Motoren ist die 23/64 eine gute Wahl. Geradeverzahnt ist sie Kräftiger und überträgt keine Axialkräfte: Art.-Nr. 67167210 › Damit die Kraft zuverlässig am Hinterreifen ankommt, ist eine qualitativ hochwertige Bremstrommel wichtig: Art.-Nr. 24277910 ›Christopher Zu dem hochwertigen Getriebe empfehlen wir die SIP-BFA Carr, Düssseldorf, Germany: “Don´t pet your SIP Vape while running!”

Kupplung: Art.-Nr. 78245900 oder Art.-Nr. 93406600

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Larger diameter and high precision teeth for the best power transmission possible.

Bolt-up cush drive with longer and stronger springs.

88107000

BENELLI, CRIMAZ, SIP, BFA AND DRT TOGETHER THEY PUT THE POWER DOWN TO THE TARMAC WITH THE SERIE PRO HIGHEND GEARBOX KIT The modern tuning option and the performance increases that regularly go with them put more and more stress on all engine components. With Largeframe models in particular the gearbox has often been made out to be the weak spot. Actually, it is plenty strong though to survive even very high power. Still some companies have risen to the occasion and have developed parts with some improvements. Usually it is only details such as choice of materials, cush drive or the dimensions of the drive shaft that are optimised to make the gearbox stronger. We have put together gearboxes with the best parts available and offer them in different variations. › Upgraded mainshaft › Improved cush drive › Highest material for cruciform and gear cogs

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The basis of our SERIE PRO gearboxes are a CRIMAZ countershaft, a BENELLI driveshaft, a SIP-BFA cruciform and the genuine Piaggio gearshift rod. The gear cogs are, depending on the gearbox version, made by CRIMAZ or DRT. To complete the package we also added shims and a set of circlips. The shim kit contains one genuine 1mm shim and six high precision SIP shims. This is all you need to perfectly shim the gearbox before adding the extra strong DRT circlips.

THE COUNTERSHAFT The countershaft with its gears is a Crimaz item. Material and manufacturing quality are the best money can buy. The gear ratios differ slightly from those of the original gearbox.

The first three gears stay the same, fourth is one tooth shorter: 12-13-17-20. The cush drive is particularly interesting: it is a bolted design which makes changing the primary gears easier. More important still for a reliable gearbox is how it performs: For a start the springs and their toothed seats are low friction, and the springs are both longer and stronger than the original ones. As a result the cush drive does not bottom out as easily as the original one does. This means load peaks which particularly stress the gearbox are less likely.

GEAR BOX KIT „PX LUSSO“ SERIE PRO

88108000

THE BEST SETUP › OUR SIP-TIP: 88210510

88109000

› Don’t forget to order the correct primary gear. For many tuned engines the 23/64 is a good choice. With straight cut gears it is strong and does away with axial loads on the bearings: 67167210 › For the power to arrive at the tyre a high-quality brake drum is essential: art. no. 24277910 › We recommend the SIP BFA clutch to complement your top of the line gearbox: art. no. 78245900 or art. no. 93406600

THE DRIVESHAFT

THE GEAR ROD

BENELLI were the first to do a reinforced driveshaft which is compatible with all standard components of Vespa largeframe engines. The shaft keeps the large diameter of the oilseal seat all the way between the wheel-bearing and the primary drive. Even in the place of the primary drive the diameter was increased by one millimetre. The splines of the interface to the brake drum hub have also been optimised. Both the manufacturing process and the material has been changed to make sure the connection between hub and shaft will now survive higher loads.

We use the genuine Piaggio item. It’s the best there is on the market. There are three different versions of the SERIE PRO gearbox. They differ in their gear ratios between the individual gears. The “Road” gearbox features ratios close to the original gearbox. The “Sport” version is closer spaced already with smaller gaps between the gears. The “Race” is the sportiest with the closest ratios of the bunch. Don’t let the name fool you though. It is not for the racetrack only, even though it is well capable of holding its own even there.

ATTENTION: The BENELLI shaft uses every millimetre of the interface available. You therefore need to check that the centre nut actually presses the hub down. If your drum is worn, or an aftermarket item of questionable quality, the splines in the hub may be too short and the hub will be floating on the splines of the shaft. Should that be the case you will need to address it to ensure are tight connection between the shaft and the drum.

Gearbox Kit “PX Lusso” SERIE PRO Gearbox Kit „PX Lusso“ SERIE PRO Road layshaft 12-13-17-20 teeth, 4 gear cogs 57-42-38-35 teeth 88109000

1037,00

THE CRUCIFORM

Gearbox Kit „PX Lusso“ SERIE PRO Sport layshaft 12-13-17-20 teeth, 4 gear cogs 56-42-38-36 teeth 88108000

1077,00

Gearbox Kit „PX Lusso“ SERIE PRO Race GT layshaft 12-13-17-20 teeth, 4 gear cogs 55-40-37-36 teeth 88107000

1097,00

In all the engines we tested, including the 70 HP BFA engine in our sprinter, the BFA cruciform worked best. Little wear without being overly hard and brittle are the specifications of the perfect cruciform. Hence we decided to buy the excellent BFA cruciform to have it manufactured in larger batches so as to bring the price down.

THE GEAR COGS Both CRIMAZ and DRT manufacture high quality gear cogs. We have tested the DRT “F1” steel loose gears ourselves in an engine making over 70 HP, and we have nothing but praise for them. Depending on the version of the gearbox DRT or CRIMAZ gears are included.

for engine case BFA 187-306cc, also for Vespa 125 GT 2°/GTR/Super 2°/TS/150 Sprint 2°/V/Super 2°/Rally/PX80-200/PE/Lusso/T5/Cosa

Layshaft SIP BFA 187/215/225 /306 for engine case BFA 187-306cc wheel side Ø 15mm, bearings seat Ø 15mm, bush Ø 13mm, shortened for BFA casee

88210510

75,00

CONCLUSION: Superstrong gearboxes for the most reliable of drive trains even in a SIP BFA 306 engine.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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TECH TIP We have compiled a list of different gearbox combinations to illustrate the relation of gears between mainshaft and input shaft, and the jumps between gears. This jump between gears gives you the difference in transmission ratio (TR) from one gear to the other, in percent. Based on this information you can then decide on the gearbox that suits your use and your engine‘s character best. The combinations listed are based on what, in our experience, works well. Feel free to choose your own gearbox set-up. All gearbox components can be found in our webshop www.sip-scootershop.com

ART.-NR.

GEARKIT

1ST GEAR

TR

2ND GEAR

TR

3RD GEAR

TR

PIAGGIO/DRT „PX Lusso“ BFA Touring

55/12

4,58

40/13

3,08

38/17

2,24

88109200

35/21 Gearjump in Percent

PIAGGIO/DRT „PX Lusso“ Road

49

57/12

38

4,75

42/13

3,23

38/17

SERIE PRO „PX Lusso“ Road

47 55/12

45 4,75

42/13

3,23

38/17

SERIE PRO „PX Lusso“ Sport

55/12

45

4,67

42/13

3,23

38/17

SERIE PRO „PX Lusso“ Race

55/12

45

4,58

40/13

3,08

38/17

41

1,80

2,24 36/20

49

The „Race“ gearbox ensures even high revving engines will always pull the next gear. Does not have to be ridden on the track, you can though, if you want to.

24

88109200 Gearjump in Percent

1,80

Close ratio fourth gear to make sure even a revvy engine will still pull fourth even when riding in mountains.

2,24 36/20

44

1,75

The slightly more posh version of our budget road gearkit. The reinforced drive shaft in particular adds reliability. Besonders die verstärkte Antriebswelle sorgt für zusätzliche Stabilität.

28

88109200 Gearjump in Percent

1,75

Well balanced gearbox for everyday use. Ideal with a slightly taller primary gear and a torquey engine.

2,24

35/20 47

1,67

Large gap between 3rd and 4th gear for low revs on long tours. Recommended for torquey engines on the motorway.

28

88109200 Gearjump in Percent

CHARACTERISTICS

2,24 35/20

Gearjump in Percent

TR

34

88109100

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4TH GEAR

21

SIP GEAR TECH TIP

Matthias Brugger, Friedrichshafen – Germany, doesn’t like it at all when someone touches him or his scooter…. but in a case of emergency it´s “one for all”.

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CONCLUSION: Shifting without missing a gear.

A smart solution for modern gearboxes.

Find more sequential shift boxes under www.sip-scootershop.com

DO SHIFT UP A GEAR THE SEQUENTIAL GEARBOX FOR VESPA AND LAMBRETTA GEARBOXES The MOTORINO DIAVOLO gear selector box MD N°1.01/ MD N°1.02 converts the traditional P-Range gearshift into a sequential shift. Missing a gear is almost impossible with it.

It also changes the shifting motion on the handlebar. The twist grip returns to a neutral position after every shift. As on a motorbike you rotate in the direction of the gear you want to shift to, and then leave it to return to its initial position. The centre piece

Selector Box MOTORINO DIAVOLO sequential „PX Lusso“ MD N°1.01 for Vespa PX80-200 E Lusso 2°/`98/MY/`11/T5

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87049300 259,00

of the system is the gear selector box. In the place normally occupied by the wave disc there now is a high precision ratchet mechanism. This mechanism holds the shift lever inside the selector box firmly in its position, gear after gear. A spring mechanism inside the shift tube takes care of returning the twist grip to neutral after each shift.

The return spring mechanism, for the time being, is only available for P Range headsets. Fitting is quick and easy. Simply replace the old selector box with the new one.

Then fit the spring bushing in the shift-tube and connect the torque support on the headlight mount. The kit includes an illustrated instruction in German and English.

THE BEST SETUP › OUR SIP-TIP: ›B est include new gearbox oil and SIP PERFORMANCE gear cables with PE-outers your order!

GEAR SELECTOR / CRUCIFORM SIP BFA

André Jueterbock, SIP Team on his Faro Basso with injection: “Will I ever be at the Registro Storico with my Vespa?”

THE END OF A CALVARY HIGH END CRUCIFROM FROM PARMA NOT ONLY FOR GERMAN ROADS The gear selector cruciform has one of the toughest jobs in the whole gear box. It is put in position within the desired gear cog on the output shaft every time you change gear and ensures that the power of the motor can be effectively transmitted, to the output shaft, and finally the rear wheel. The SIP-BFA cruciform was developed by the Italian high-tech manufacturer BFA for SIP. Tested in the 72HP SIP Sprinter and in the 56HP Jesco-Motors Sprinter. It doesn’t get any tougher for a cruciform and the results were excellent. In our opinion the best way to select gears.

THE BEST SETUP › OUR SIP-TIP: › A lways check that you assemble the gear cogs correctly.

Check the selector box and rod for wear and always use fresh gear box oil!

Cruciform SIP BFA for Vespa 125 GT-GTR 2°/TS/150 Sprint-Super 2°/Rally 2°/ P80-150X/P200E/PE/Lusso 1°, „PX old“

87095200 79,00

for Vespa PX80-200 E Lusso 2°/`98/MY/`11/T5/Cosa

87095100 65,00

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Precision balanced, perfect roundness with one-piece flywheel.

Our Performance ignition on SIP TV:

SIP PERFORMANCE by Vape ignitions Road and Sport for many Vespa/Lambretta models at www.sip-scootershop.de. bit.ly/sipignition

FINALLY A SPARK THE SIP PERFORMANCE IGNITION BY VAPE: STRONG AND RELIABLE SIP have managed to gain the assistance of a major European producer, VAPE, to manufacture these high-end ignition systems for our beloved Vespas. The materials, production and construction of the SIP PERFORMANCE ignition systems are of the highest quality. The laser-cut logo is a good indication of the overall clean and efficient manufacture of the components of this kit. The advantages of this ignition speak for themselves: › Strong power supply › Strong, reliable spark › Particularly stable flywheel The electrical functions are representative of state-of-the-art modern technology. Due to the eight coils included on the stator-plate enough power is created at tick-over revs to already fully illuminate the Vespas lighting. We have both AC and DC versions avai-

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lable and we recommend the DC type if you wish to power digital components such as the SIP Speedometer, or you require a high battery-loading charge. By using the DC version with SIP Speedometer you require a Rev Signal Filter from KOSO. Instead of the Rev Signal Filter you can also connect the brown wire from the SIP Speedometer to the white CDI wire of the SIP/VAPE CDI with an extra wire!

THE TWO VERSIONS OF THE SIP-VAPE IGNITION The CDI module is available as a ‚Road‘ version with a static ignition point, similar to the original item, or a ‚Sport‘ version that includes a variable ignition point which advances at low revs. This increases the available torque - especially at the lower end and the ignition point is then gradually retarded as the rpm rises into the power-band.

This also helps reduce the combustion temperature while simultaneously providing an increased rev-range. The pick-up on the stator-plate is split into two and arranged on top of another instead of next to each other as with the original design. This eliminates the possibility of false positioning during the initial set up due to the sloppy manufacturing tolerances included on many Vespa engine casings, crankshafts, stator-plates and flywheels. The exact ignition point is clearly marked with a precise line on both the flywheel and stator-plate, which allows ignition adjustment without stroboscopic lamp. All you need to do is find out the top dead centre (TDC).

IGNITION SIP PERFORMANCE

THE BEST SETUP › OUR SIP-TIP: ›O rder a new spark plug resistor (85174000) and spark plug › Order the right tool for a professional assembly: Puller art. no.

93332500, Piston Stopper art. no. 49316000 › Do not forget a fresh nut for the flywheel art. no. 78043820 and washer art. no. 87280000 › With the Stroboscopic Ignition Timing Lamp art. no. FS118600 check the correct ignition timing

THE EXTREMELY STRONG FLYWHEEL

TECHNICAL SPECIFICATIONS

One of the most major advances achieved is the production of the fly/fanwheel unit as a single component, avoiding a riveted inner mounting-cone and an uneven rotation. This greatly reduces engine vibration while also noticeably extending the working life of the flywheel side crankshaft bearing. The fanwheel is CNC machined from solid aluminium and delivers an identical volume of cooling air to the cylinder as the original PX 125 and PK models, throughout the whole rev-range. The amount delivered by most aftermarket ignition systems is easily surpassed by our design, without preventing higher motor speeds.

›

A relatively high 110W power is available from tick-over for greatly improved lighting.

›

C an also power additional electrical components such as a fuel pump, lambda sensor heating, USB power-port etc.

›

Precisely balanced flywheel due to its one-piece construction.

›

Perfectly arranged rotational mass, improved throttle-response.

The flywheel intended for the Smallframe Vespas weighs 1390 gr. and for the Largeframe 1660 gr., making them both considerably lighter than their original counterparts.

This primarily improves throttle-response but leaves the motor easily manageable in urban traffic and while carrying a pillion. Our SIP – VAPE flywheels are 100% compatible with the original flywheel remover type.

›

Ideal cooling performance, identical with original straight-finned type.

›

Twelve-finned, CNC machined fanwheel.

›

RPM linked variable ignition point (SIP PERFORMANCE ‚Sport‘ version).

›

Complete delivery includes: CDI, Fly/fanwheel, rectifier (DC), regulator (AC).

IGNITION SIP PERFORMANCE BY VAPE FOR BFA 306

›

for Vespa 125 GTR2°/TS 2°/150 Sprint V 2°/Super 2°/200 Rally 2°/PX80-200/PE/ Lusso/Cosa

S ingle woodruff key slot on crankshaft mounting of the flywheel, avoiding incorrect set up.

›

High end materials, precise production and laser-cut logo.

Ignition SIP PERFORMANCE by VAPE, Road for BFA 306, 12V AC, 110 watt, static ignition point

51007BRA 325,00

CONCLUSION:

Ignition SIP PERFORMANCE by VAPE, Sport for BFA 306, 12V AC, 110 watt, variable ignition point

51007BSA 345,00

Fanwheel SIP PERFORMANCE by VAPE BFA 306, aluminium CNC

51007320 129,00

› Plug & Play installation without a strobe-lamp due to precise ignition point markings.

The SIP-Vape ignition ends old problems of Vespa ignition: The flywheel is virtually ruled out as a source of error. The spark is always generated reliably. There is always enough power available for the light.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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SPECIFICS OF ASSEMBLY Adapter plate for the flywheel cover/cylinder cowling This adapter plate (art. no. 23328500) allows the flywheel cover and the cylinder cowling to be connected together.

Brake camshaft This brake operation camshaft requires shortening, on the end that faces the engine, to a length of 95mm. Or use the already modified one (art. no. 97181100)

Engine case gasket The SIP-BFA engine case use a heat-resistant gasket material between the engine halves. (e.g. 92110000, 92111000, 92113000)

Gearbox oil We recommend for the SIP-BFA engine casings the use of 450ml of a 10W-30 gearbox oil. e.g. M7614052 or 5W-40 e.g. M7613472B.

Kickstart rubber The SIP-BFA engine casings need just one kickstart buffer rubber to be fitted. Due to the relatively compact internal dimension the Vespa Smallframe kickstart rubber is used (art. no. 16520700) and the width of its buffer area must be reduced to 10mm.

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Brake shoe return spring The design of these engine casings does not include a small, flat area for a larger diameter brake shoe return spring that can be found on some models to be fitted. We have a smaller diameter return spring (art. no. 16115000) available to do the job.

Kickstart We recommend the use of the Vespa T5 kickstart shaft. The Vespa Rally kickstart is also compatible with the kickstart shaft from the T5. The Vespa PX kickstart and kickstart shaft can also be used but the engine casings will probably require slight modification around the threading for the front lower flywheel cover fixing bolt. The SIP-BFA engine casings have a little less room available for kickstarts that require a nut and bolt to be fixed to the kickstart shaft. To solve this we also have kickstarts available with an internal fixing thread (51105000/ 51106000).

Kickstart cog The SIP-BFA engine casings can only be equipped with a machined kickstart cog (art. no. 11352650) with a diameter of 41.4mm.

Clutch cover According to the clutch type and version of clutch cover available, they may require modification to be compatible with these SIP-BFA engine casings. The BFA clutch requires a cover with at least a 122mm internal diameter and 20mm of depth available. The modified clutch covers e.g. 93163000 will fit perfectly.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

SPECIFICS OF ASSEMBLY

2-Stroke Oil CASTROL A 747 high performance oil, 1000ml 14190000 25,00

2-Stroke Oil SIP Formula Race + full synthetic, 1000ml 14440000 12,90

CONCLUSION: If you can assemble a PX engine you also can assemble a SIP BFA engine.

Clutch

Squish clearance

The SIP-BFA engine casings can be equipped with the BFA splined clutches, as well as clutch types without this splined feature. The deciding factor is the type of crankshaft required for the engine build.

Recommended squish clearances: 306 – 1.7mm, 225 – 1.5mm.

Crankshaft bearings These engine casings are designed for the use of a fixed bearing (art. no. 90056100) on the flywheel side and a needle roller bearing (art. no. 90056200) on the clutch side of the crankshaft.

Gear selector box In some cases a corner of the gear selector box may require removal to fit.

Carburettor

Flywheel cover

Due to the confines of the carb mounting space, between the cooling channel and the shock absorber, we recommend the use of Dell‘Orto PHSA/PHAB/VHSA/VHSB/VHSC carburettors. Their slim-bodied design fits ideally into the available room.

These engine casings were intended to be combined with Vespa T5 flywheel covers, although other types can be modified to fit.

Ignition

Layshaft Due to the added size of the crankcase reinforcements and the layshaft mounting, less room is available to fit an layshaft. These require the threaded end to be shortened by 1.2mm or the use of a modified one (art. no. 88210510)

Centring pins The engine casings are fitted together with the help of two centring pins (23580010).

The lower pin can vibrate loose and be lost while the motor is running. To avoid this we recommend that it be secured by using fixing screws at both ends of the centring pin.

These engine casings have been optimised to allow the inclusion of our SIP Performance ignition kit. (306 case requires art. no. 51007320). If another ignition type is used care should be taken that the flywheel weighs between 1 & 1.8 Kg. Ignitions including an adjustable curve from the IDM ignition type should be programmed for a 25° @ 1500 rpm ignition point.

Cylinder cowling These engine casings were designed for the use of the cylinder cowling found originally on Vespa T5 models (art. no. 23321700). The only exception is provided by the engine casings designed for use with the Vespa PX 200cc cylinder. Other cylinder cowlings can also be included but require slight modification.

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Something Special the SIP Scootershop Vespa Racer 2019

“Performance and Style” are two terms of significance.

Especially when they have been the firms motto for twenty-five years.

When this firm is also celebrating its silver jubilee, then it becomes more than a duty, but also a pleasure to bring this motto to life!

In our encapsulated world of Vespa and Lambretta scooters there is only one effective method of realising this, with a really mind-blowing custom-built vintage scooter! The initial idea was to unite custom and race scooter themes in one project. A scooter that not only gets noticed due to an extraordinary styling but can also deliver an impressive performance on a race circuit.

Whether the result of our efforts will satisfy the high standards and expectations of this challenge remains to be seen. We have given it our best shot, to translate our ambitions into actual reality with a completely fresh approach to such a project.

The chassis has been extended to equal the wheelbase of a Lambretta. We have shortened the steering column by 10cm and lowered the rear of the frame by 8cm.

The legshields have also been lowered and moved forward. The intention was to not only provide the frame with a unique and unusual look, but to also improve the overall stiffness. This modification made an extended Vespa frame possible, without the need for an extra central frame spar between the headset and the seat. To underline this new-found rigidity, we also welded steel-tubing within the chassis, which was also ideal for the routing of both the electrical and control cables through the frame. The fuel tank, relocated to the central footboard tunnel, has been permanently welded to the frame of the scooter at this point to provide additional stability.

Only one power-plant could be considered for the provision of adequate propulsion – our very own SIP-BFA 306 engine! This high-end miracle of vehicle engineering provides around 50 HP straight out of the box. We left no stone unturned in our quest to create something just a little bit special and fully explore its explosive potential. It is currently pushing out 71 HP, measured at the rear wheel! This power is transmitted to the riding surface with the assistance of an electrically operated sequential gear selector mechanism. The push of a button on the steering assembly is all that is required for rapid gear selection.

Cover girl on the SCOOTERING 07/2019 magazine, with Customfeature on several pages

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To set the scene surrounding this engineering wizardry a special paint job was also essential. The paintwork should not only reflect a showboat or race machine, but also represent its eye-catching old school influence and inspiration. In our collective opinion this can only be achieved with metal-flake, lots of metal-flake!

CUSTOMFEATURE SOMETHING SPECIAL

Poster SIP Vespa Racer 25 Years DIN A1, 95719977, 8,00

OVERVIEW OF MODIFICATIONS Frame:

Cooling of the clutch:

›

The frame rear was cut horizontally and lowered by 8cm

›

›

The leg shield has been shortened by 10cm

›

The frame was extended to Lambretta wheelbase

›

Vespa PK Dropbar

›

Vespa ET4 steering column shortened by 6cm

›

T he leg shield was scaled down and moved forward and down. This created a kind of second frame that gives more stability

›

I n the frame run tubes in which the cables were laid. These are also welded to the frame and serve as additional reinforcement

›

T he tank is integrated into the frame at the bottom and also serves as additional reinforcement

›

The chassis consists of modified SIP Performance shock absorbers

›

S IP Performance LED Headlights, SIP Speedometer 2.0, SIP brake levers also come off the SIP shelfl

Carbon parts: ›

S eat and fan wheel cover are made by ourselves as unique pieces. The seat can be removed with 2 quick-release buckles. The cooling hood is in one piece and integrates fan wheel cover and cooling hood.

Gear selector: ›

T he gear oil is sucked off at the bottom of the engine case and injected via a pump in the centre of the clutch. The pump is switched on when a gear is engaged. This helps cooling the clutch at the start.

Engine: ›

FA 306 engine. Bore: 78mm / stroke: 64mm. All parts typical for this engine corB respond to the series. The cylinder was revised. Timing raised, outlet machined, head adjusted

›

Engine case, clutch and crankshaft are standard BFA

›

Exhaust is a special development

›

T he carburettor is a 42mm DEA carburettor. The intake manifold was revised and fitted with an Italkit reed valve

›

The engine currently puts out 71.4 HP

INVOLVED PERSONS Owner Idea/Project Management Sheet metal work Paint Engine/Tuning Assembly Carbon parts

SIP Scootershop Jesco Schmidt Sebastian Attenberger Fabrizio Caoduro/70s Helmets Jesco Schmidt Christoph Pflügler/Jesco Schmidt Christian Schall

Something Special SIP TV Video

T he gearing is based on a sequential Motorino Diavolo gear selector. This was modified and connected to an electric servo. The selector box is operated by two buttons on the handlebar. bit.ly somethingspecial

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CUSTOMFEATURE SOMETHING SPECIAL

PK-Dropbar with SIP PERFORMANCE headlight on shortened ET4 steering column

Extended, lowered and reinforced PX frame for more stability and perfect ‚grip pressure for the race

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The story

BEHIND THE 71,4 HP SIP: Jesco, you built the “Something Special“, together with Christoph, Basti and Schalli of the SIP team. Why were you not satisfied with the 50 HP the SIP BFA engine makes out of the box?

Jesco: This scooter was not only supposed to be a looker, it was also meant to be raced. For sprint racing 50 HP are not bad, they are not enough to win the prestigious open class though. The contenders there have had 60 HP and more to play with in the last years. Apart from that we wanted the scooter to be something special. The idea was not only for it to look nice but also to be a ground-breaking performer.

is inside diameter. Th one with a smaller t. I only HP to 70? ea 50 erh m ov fro t to ge e u gin yo caused the en SIP: So how do ed the BFA guys point cret ;-). The figured it out after se s es sin bu a s pid really, Stu n. tio ec Jesco: That’ dir ht it, me in the rig some work done to coped surprisingly exhaust port had d slightly, the engine as such se rai d re we s ing power. I’m tempte of the port tim rt so t well with tha ed, as was the tial difi ten mo po s e wa Th ad it. he on the to continue working ust is a one-off not yet been fully inlet tract. The exha of this engine has nt. me lop ve de exploited. th a few problems wi d ha n the u Yo : w?

SIP SIP: Is it reliable no reliability? Why? At HP now are sorted.

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CUSTOMFEATURE SLS 300

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The “gentle 306 BFA” WITH RELIABLE 46 HP

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THE “GENTLE 306 BFA” WITH RELIABLE 46 HP

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Find more SIP PERFORMANCE cables available for many more Vespa models and also in grey at www.sip-scootershop.de

Our Performance cables on SIP TV:

bit.ly/sipcables

CONCLUSION: A simple update that noticeably improves the operation of vintage scooters.

STAINLESS IS THE FUTURE THE SIP PERFORMANCE CABLES ARE NOTHING SHORT OF A REVOLUTION AMONG SCOOTER CABLES The SIP Performance control cables deliver everything one could possibly demand of modern control cables. › Easy on the lever › Perfect transmission of power › Precise scooter specific length of outer cables.

Following the introduction of our all-new cables we were positively surprised by the revolutionary progress achieved over the cable kits currently on the market by others.

The SIP Performance control cables completely exceed our initial aims and increase the performance of an ageing brake drum system enormously, which in turn increases rider safety immensely. The gears can now be precisely selected every time, with shorter travel required. The clutch becomes much easier to dose exactly while requiring less force at the handlebar lever. The throttle cable can now glide along easily and exactly, especially useful while closing the throttle operation grip. The improved operation of often neglected components by this set of cables provide a minor advantage which has a huge knock-on effect with much improved safety, rider-friendliness and ultimately, the maximum riding enjoyment that can be attained from every vintage geared scooter.

Cable Kit SIP PERFORMANCE, black

TECHNICAL FEATURES › › › › › › › › ›

Especially stable, torsion-free cable-outers

›

9 single-strands for the clutch, brake and gear control cable-inners for increased 1 durability

›

ear control cables are pre-stretched to ensure precise G operation with a rounded profile

›

Clutch and both brake cables are pre-lubricated

High-end, race-proven quality Exact lengths for specific scooter models No further modification necessary Gearbox control cables individually marked (1-1,2-2) Rust-free stainless steel cables Welded cable-inner ends All outer cables lined with a PE material x 7 single-strands for the throttle cable-inners, extremely flexible even when 7 sharply bent

with PE inliner, stainless steel cable, 2xgear, 1xclutch, 1xthrottle, 1xchoke, 1x brake front, w/o PE inliner: 1x brake rear for Vespa 125 GT/GTR/ 150 Sprint/V/Super/Rally

9418028B

45,00

for Vespa P80-150X/PX80-200E/Lusso 1°/P150S/P200E

9418040B 45,00

for Vespa PX80-200 E Lusso/`98/MY/`11 /LML Star/Deluxe 125-200 2T /4T w/o brake front

9418094B 45,00

with brake front

9418090B 55,00

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THE BEST SETUP › OUR SIP-TIP: ›D on´t forget to order new cable-nipples and adjustment bolts.

All cable types, apart from those lined with PTFE, require regular lubrication.

SOMETHING SIP SPECIALS The following parts are not from the SIP BFA range.

They were installed in connection with the “Something Special” custom project with its 72 HP SIP BFA engine.

TECHNOLOGY NOT LENGTH HIGH PRECISION GEARCHANGE AND QUICK THROTTLE ACTION These SIP PERFORMANCE quick action throttle pulleys represent an optical and technical highlight amongst throttle and gear pulleys. They stand out through precision manufacture and are available in five different colours in a two-tone look!

THROTTLE PULLEY SIP

GEAR CHANGE PULLEY SIP

Large carburettor = quick action twist grip? No! Our all-new SIP PERFORMANCE ‚Quick Throttle Discs‘ are designed specifically to be able to fully open (up to 34mm) large diameter carburettors more quickly and precisely than ever before! Initially we only had the PX and PK range in mind while developing these items, but we soon realised that there was also a demand to be able to fit these unobtrusive pulleys to vintage models. These items are also available for all Vespa Largeframe models produced during the 60s / 70s.

Short shifter mechanisms are used on vehicles equipped with manually operated gear-changes to minimise the operating distances between the gears during selection.

This leads to a noticeably quicker and more precise gear selection, eliminating neutral selection! Vintage Vespa models, (before the PX), are only originally equipped with a selection rocker device attached to the end of the gear tube without any form of cable routing. If you wish to fit a PX motor into an older model, the gear-change distance is increased considerably which leads to imprecise gear selection. The perfectly profiled SIP PERFORMANCE ‚Short Shifter‘ gear selection pulleys integrated cable guides ensure an end to all gear selection problems.

Throttle Pulley SIP Steering Head “Quick Throttle Disc” for Vespa PK50-125 S/SS/Lusso/XL/ETS/Rush/N/PX80-200/PE/Lusso/`98/ MY/`11/T5, Ø 50 mm, aluminium, CNC machined, short stroke, w/o cable offset, with cable stop

Gear Pulley SIP Steering Head „Short Shifter“ for Vespa PK50-125 S/SS/Lusso/XL/ETS/Rush/N/PX80-200/PE/Lusso/`98/ MY/`11/T5/Cosa 1, Ø 50 mm, aluminium, CNC machined

silver anodised

13978700

32,90

silver anodised

13978600

24,90

red anodised

13978730

34,90

red anodised

13978630

27,90

gold anodised

13978710

34,90

gold anodised

13978610

27,90

black anodised

13978720

34,90

black anodised

13978620

27,90

titanium anodised

13978740

34,90

titanium anodised

13978640

27,90

THE BEST SETUP › OUR SIP-TIP:

THE BEST SETUP › OUR SIP-TIP:

›D o not forget to order new throttle cable (62042000) / nipple (94230000), when replacing your throttle pulley!

›D o not forget to order new cables (94120000) / nipples (15319800).

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Our Performance Shock Absorber on SIP TV:

bit.ly/sipshockabsorbers

Includes shims to compensate for tolerances of forks and shock mounts between different manufacturers.

76005FSMB

76005FSB

76005FBB

AVOID SHOCKS WITH THE RIGHT SHOCK SPORTY SHOCK FOR ALL VESPA PK SCOOTERS AND FOR LARGEFRAME FORK CONVERSIONS A few years ago the SIP PERFORMANCE Shocks-Series took the Vespa performance suspension market into the new millennium, closing a gap in what was out there with affordable fully adjustable CNC shocks.

These state-of-the art beauties are the culmination of the wealth of experience we learned over thirty years of scootering. Prior to final production we even had our SIP Performance shocks tested by clutch and suspension experts Sachs in Schweinfurt (ZF Friedrichshafen AG since 2001), with Bitubo and similar gas-pressure type shocks as reference. The result of these tests was a confirmation of our work and of our take of the ideal Vespa shock. The Sachs’ engineers proclaimed the SIP

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Performance the overall winner of the test. We present to you, with pride, our experience and expertise, concentrated in a high-end shock built to our design: › Infinitely adjustable spring preload › Rebound adjustable in 18 increments › 14mm pushrod Features like infinitely adjustable spring preload and adjustable rebound are only a part of the package. Technical details such as the 14mm pushrod diameter, polished and hardened surfaces and an additional guiding cup for the upper rubber bushing make for a significantly more stable ride quality. We did of course spec the highest quality of materials available, that goes without saying, just like accurate CNC production, a perfect finish and a durable surface treatment. The rear shock also comes with a SIP bolt kit for the lower shock mount. This includes bolts for all the usual outside bushing dimensions (M9/M10)! In addition to that we include shims to take care of the tolerances of different fork and shock mount variations of different manufacturers.

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

SHOCK ABSORBER SIP

THE BEST SETUP › OUR SIP-TIP: ›U se our shock adaptor plate to shorten the shock another 3cm, art. no. 760010FA › Use our conversion forks to fit modern shocks to older Small- and Largeframe Vespas art. no. 13347100 and art. no.

13337000 › Best use our shocks as a set. The front is only as good as the back, and the other way round: art. no. 76000RSB. › A good ride needs a good braking performance as well: art. no.

30005000

CONCLUSION: A great alternative to all past and present shocks, not only because it improves the ride but also because it looks the part.

UNIQUE FEATURE OF THE 2.0 VERSION

THE PERFECT SOLUTION FOR MODIFIED FORKS

The Mk 2.0 version was designed to offer touring Scooterists in particular the maximum of comfort on even the roughest roads and even the longest riding days. The pushrod now is even beefier, with 14mm diameter, the lower mount too is stronger still, with a modified visual and technical design. You now set up your ride either for comfort of for the racetrack, or for anything in between

With a length of 185mm this shock in particular lends itself for fork conversions, like PK fork fitted to V50 or PV, or P Range fork fitted to Sprint or VBB. For those who want something shorter than 185mm still there is our shock adapter plate (Art.-Nr. 760010FA) which effectively shortens the shock another 30mm. Unfortunately, it is then no longer possible to access the rebound adjustment with the shock mounted to the fork.

›

S pring preload: The infinitely adjustable spring preload helps you to find the best base setup of the suspension spring. This is what you use to adjust the suspension for different rider and scooter weights. The tool required to work in your spring preload is, of course, part of the package.

Our SIP PERFORMANCE shock for the PK Vespas is available in four different colours, silver and black, with high gloss or matte as options. The spring for all of these is black.

›

ebound adjustment: Rebound adjustment rounds off the overall design. It R determines the rebound characteristics of the shock, it influences how your suspension works when riding over potholes, bumps and also when braking. There are 18 setting to choose from to adjust rebound. When turning clockwise you increase dampening, when turning counter clockwise you decrease dampening (direction as seen from above).

Shock Absorber SIP PERFORMANCE 2.0 front for Vespa PK50-125/S/SS/XL/XL2/Automatica, l 185 mm, spring pre-load: adjustable, rebound adjustment: 18 settings Body: black matt, spring: black

76005FMB

175,00

Body: black, spring: black

76005FBB

175,00

Body: silver matt, spring: black

76005FSMB

175,00

Body: silver, spring: black

76005FSB

175,00

TECHNICAL DETAILS ›

Aerospace Aluminium for low weight and high strength

›

CNC body, anodised

›

Spring preload infinitely adjustable

›

Rebound adjustment with 18 increments

›

Ø=14mm piston pushrod

›

Smoothest and most comfortable ride

›

Incl. SIP bolt kit Find more SIP PERFORMANCE shock absorber versions, colours and scooter models at www.sip-scootershop.de

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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Damping stage set-up with 9 settings

CONCLUSION: A successful alternative to conventional shock absorbers which not only convince thanks to their technical features but also through their style and their design quality.

76001RSB

76001RBB

GOOD HAS JUST GOTTEN BETTER THE SIP PERFORMANCE 2.0 RACE WITH ADDITIONAL COMPRESSION ADJUSTMENT Adjustable State of the Art aluminium CNC shock absorbers. The “Race” version now crowns this series, with more still setting options and improved riding for those appreciating the most discerning suspension › Infinitely adjustable spring preload › Progressive spring

THE FUNCTION OF THE ADJUSTMENT OPTIONS ›

S pring preload: The infinitely adjustable spring preload helps you to find the best base setup of the suspension spring. This is what you use to adjust the suspension for different rider and scooter weights. The tool required to work in your spring preload is, of course, part of the package.

›

ebound adjustment: Rebound adjustment rounds off the overall design. It R determines the rebound characteristics of the shock, it influences how your suspension works when riding over potholes, bumps and also when braking. There are 18 setting to choose from to adjust rebound. When turning clockwise you increase dampening, when turning counter clockwise you decrease dampening (direction as seen from above).

›

P rogressive springs: Our shock absorbers are also equipped with a progressive spring which means the clearances between the spring coils become progressively lower (progressive). Which means the spring initially responds very sensitively but gets ‚stiffer‘ in the case of further spring compression/loading.

›

C ompression stage adjustment: Compression settings determine how fast the shock compresses. This is important to set the suspension sensitive enough to respond to road irregularities without being bouncy. The compression stage can be adjusted in 9 settings.

›

T he reservoir: A reservoir makes sure there is a sufficient volume of oil plus enough space for the compression adjustment mechanism. A larger volume of oil also helps to keep the oil temperature constant under high loads.

› Adjustable rebound damping The adjustment features are just a part of the sophisticated features. Technical refinements such as a 14,0 mm thick rise bar, hardened lightweight materials and an additional guide plate for the upper rubber bearings all provide additional stability in the suspension. High quality materials are as straightforward as the precise and detailed CNC production and a perfect finish including surface protection. A comprehensive fixings kit for the lower engine fastening is included in the delivery of the SIP Rear Shock Absorber unit. This kit contains nuts and bolts suitable for all common lower engine fastening sizes (M9 and M10). We also include spacer washers in order to compensate for the varying production tolerance guidelines of the different producers of steering columns and shock absorber fixings.

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FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

SHOCK ABSORBER SIP BFA

Our SIP Tour 2019 video on SIP TV:

bit.ly/siptourvideo2019

The RACE shock absorbers are also available for the front or as pair at www.sip-scootershop.de

TECNICAL DETAILS ›

High-strength aluminium for low weight

›

CNC body, anodised

›

Spring preload infinitely adjustable

›

Rebound adjustment with 20 settings

Shock Absorber SIP PERFORMANCE 2.0 RACE rear

›

Damping stage set-up with 9 settings

›

External damping reservoir

for Vespa 50-125/PV/ET3/125 VNB4T-TS/150 VBB2T-Super/160 GS2 °/180 SS/ Rally/PX80-200/PE/Lusso/´98/MY/´11/T5

›

Ø=14mm piston pushrod

l 340 mm, stiffness: M, 150 LB, compression stroke: 9settings, spring pre-load: adjustable, rebound adjustment: 20 settings

›

Smoothest and most comfortable ride

Body: black matt, spring: black

76001RMB

249,00

›

Available as single or pair

Body: black, spring: black

76001RBB

249,00

Incl. SIP bolt kit

Body: silver matt, spring: black

76001RSM

249,00

Body: silver, spring: black

76001RSB

249,00

›

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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THE BEST SETUP › OUR SIP-TIP: ›K eep some tyre sealant in your glove box. Mounting Kit SIP tubeless rim allows to mount tubeless wheel as spare wheel under sidepanel.

81063100

81065100

81064100

81066100

81068100

81067100

81067200

FEARLESS? YES. WITH SIP TUBELESS. INNOVATION WITH STYLE, TECHNOLOGY AND SAFETY: THE SIP TUBELESS RIM The new SIP tubeless rim allows you to use tyres without a tube. In case of a puncture a sudden air leak will be prevented, the air pressure will decrease slowly.

Blown tyres will be a thing of the past. So will valve tear offs or punctures due to tubes being trapped between the rims during assembly.

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› High production accuracy and quality › T he double hum prim design prevents the tyre from slipping into the rim well in case of a puncture › Very precise rotation › Perfect surface finish › Pre-mounted valve

RIM TUBELESS SIP

CONCLUSION: Innovative rim, high-quality workmanship, additional security. This product has successfully passed our long distance and fatigue test!

RIM FOR STANDARD-SIZED TYRE: 2.10-10 ›

Suitable for all tubeless tyres from 3.00 to 3.50-10.

›

C ompatible with all 10” drum brakes, including the PX ‚98 star-shaped hub and the GRIMECA disc brake hub.

›

With openings to fit the ABUS wheel lock.

›

ith ABE. Also the chromed version is issued with this recognition. It is the first w chromed rim for Vespa - we know - which is officially road legal.

Rim Tubeless SIP 2.0 for Vespa 50-125/PV/ET3/PK/S/XL/XL2/125 GT-TS/150 GL/GS VS5T/Sprint/V/T4/ Rally/PX/PE /Lusso/T5/LML Star/DLX/Deluxe 2T/4T 2.10-10“, open, anti-theft protection, front & rear, aluminium, chrome, KBA 51612, pre-mounted valve

THE SIP 2.0 RIM

aluminium polished

81065100

chrome

81063100 109,00

The SIP rims have been constantly evolved and developed over a number of years, so the SIP 2.0 tubeless rim is ideal upgrade from the proven original Vespa wheel rim.

red

81064100 69,00

black matt

81066100

69,00

›

New, elegant design, with symmetrical tyre-bed flanks.

black matt with polished edge

81068100

69,00

›

Harmonic appearance, hub mounting pockets marked with wheel identification code.

silver

81067100 69,00

›

Enlarged tyre mounting bed for simpler and more comfortable tyre replacement.

silver matt

81067200

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

69,00

69,00

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THE BEST SETUP › OUR SIP-TIP: ›G et the best possible ride in combination with our tubeless rims e.g. art.-no: 81067100 or art. no. 81037200 › Tyre fitting lube (art. no. 14082100) and tyre levers (art. no.

15214000) make fitting a lot easier. › A pump should be in every workshop or glove department: art. no. 90960000

CONCLUSION: The SIP Performance is the go-to tyre for every rider of a traditional scooter and it’s virtually impossible to beat in terms of value for money.

ROAD LEGAL UP TO 150 KP/H SIP PERFORMANCE TYRES RATED TO 150KP/H FOR VESPA AND LAMBRETTA MODELS Modern tuning parts push our traditional Vespa and Lambretta scooters into power outputs hitherto unknown to these dated designs. This does not only mean higher and higher loads for the suspension and the brakes to deal with, but also the tyres need to be up to handling this sort of performance. Hence SIP has gone to great length to be able to offer tyres with a modern ride quality at an affordable price. › 150 Kph › Sporty profile › Good balance of overall characteristics at great value for money

150KPH SPEED RATING: THE FIRST CHOICE FOR TUNEND ROAD-SCOOTERS This tyre is particularly interesting for tuned road scooters. It’s 150kph speed rating means it is possible to legally ride your fast scooter on the road. The tyre come with a “P” speed rating.

The SIP PERFORMANC tyre is homologated both for tubeless use as well as for the use with tubes. It can be fitted to the rim either with or without a tube.

The load rating of the tyre is 243kg per tyre. That’s a 59 rating.

The tyres come with a yellow dot which marks the lightest part of the tyre. Make sure to mount it with the dot in the place of the valve. This makes sure the wheel is balanced best possible with the tyre fitted.

The tyres are homologated under the latest ECE E4 regulation and can thus be used on all the latest scooter models.

A good tyre for a daily rider needs to perform both in the dry and the wet. This alone is a challenge for the ten-inch wheels. This does not get any easier if the tyres also need to last. Small tyres in particular tend to wear quickly, they do need to spin more than larger ones after all. Unfortunately long tyre live and good grip need diametrically opposed properties of the rubber material.

SIP has found a good compromise with the PERFORMANCE tyres. The grip both in corners and under braking is striking. Even in the wet the PERFORMANCE tyres do not show any weaknesses, all the while with a rubber compound that is not to soft to guarantee good mileage.

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Tyre SIP Performance 3.50-10“, 59P TL/TT with ECE Norm, up to 150 km/h, profile: sport tyre 79592000

29,90

TYRE SIP PERFORMANCE SIP

DRAG RACING TYRES, FOR MAXIMUM ACCELERATION ON 10” WHEELS! The wide road-contact surface area of the SIP Drag Race, in combination with its extremely soft rubber-mix, make this tyre the absolute ‚must-have‘ item when attempting an impressive sprint up the track! The steam-roller dimensioned burners simply provide more grip than normal race slicks, but regrettably also wear a lot quicker...

Tyre SIP Drag Race, Slick 110/90-10“ Profile: Slick

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

10026000

89,00

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THE BEST SETUP › OUR SIP-TIP: › T he SIP Performance operating cables decidedly improve the effectiveness of any drum brake system. Do not forget to order a suitable set for your scooter model! E.g. art. no.

94180260 or art. no. 94180170 › For a proper operation of the brake, the brake drums must be in a good condition. If they are worn or damaged, it is best to replace them only with new parts. E.g. art. no. 23208260 or 24277910 › Always use copper paste art. no. 30100000 on the cam when installing brake shoes

87330100

Our SIP Performance Brakes Wins on SIP TV:

The SIP brake shoes fits a lot more scooter models, see www.sip-scootershop.de

87330200

bit.ly/sipbrakeshoes

WHO BRAKES WINS THE SIP BRAKE PADS ARE A DEFINITIVE IMPROVEMENT OF RIDE DYNAMICS AND SAFETY A modern, softer brake shoe frictional material providing deceleration – for the original drum brakes fitted to vintage scooter models.

Vintage scooters are mostly equipped, with only a few exceptions, with drum brakes.

Most modern vehicles come fitted with disc brakes, as drum brakes are considered inadequate for modern road conditions. Effective braking however is not only important for faster or more powerful forms of transport. The health of the rider and other road-users can also depend on good brakes, even when travelling at lower speeds.

› Better brake action due to softer material › Higher temperature resistance (Performance)

Brake Shoes SIP 10“ for Vespa PK50-125/S/XL/2 (D)/PK50 XL FL/HP/N/Rush/PX/T5, rear for Vespa 125 GT-TS/150GS VS5T-Sprint V/160 GS/180 SS/Rally/LML Star 125-150 2T/4T / Star 125 Deluxe/II Automatica/CVT, front&rear, w 25 mm Brake Shoes SIP PERFORMANCE

87330100

16,90

Brake Shoes SIP PREMIUM

87330200

12,90

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We have decided to upgrade the original braking systems with the introduction of two new product lines. The SIP Premium and the SIP Performance brake shoes enable immense improvement of the scooters braking values, with the assistance of softer frictional materials. This also dramatically upgrades rider safety, without having to add components exotic to the appearance of your vintage scooter.

The SIP Premium brake shoes are coated with a relatively soft frictional material. This special material has higher frictional values and enables an improved deceleration.

Alongside the softer consistency, the SIP Performance brake shoes are also more resistant to fading at the high temperatures attained during use. They remain effective and reliable, even during long mountain-pass descents. They also show a good relative wear to braking performance ratio.

The SIP Premium and Performance brake shoes provide a noticeable improvement and upgrade of both safety and riding dynamics. They are ideally complemented with a set of SIP Performance brake operating cables. The braking power delivered by this particular combination quickly dampens the desire to fit a disc brake assembly.

CONCLUSION: Very little effort for a major reward in braking performance and ultimately, safety!

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

BRAKE SHOES SPECIAL

Brake Disc MALOSSI MHR front, 200/97/4,0mm, 5-hole

M629078

95,00

Tuning is usually connected with faster, higher, further, etc. Scooters love to be tuned and pampered with high tech instruments, but mundane servicing has it‘s real place as well. The stronger the motor and the older your braking system, the greater the necessity to make sure you optimize your linings and discs.

MALOSSI MHR Aggressive optics and performance. Brake discs out of the scooter racing arena made of stainless steel and tightest tolerance due to laser cut precision manufacture. Excellent braking performance due to high friction coefficients. Higher opening frequencies improves cooling and lends super racing optics.

M629078

Brake Calliper VOCA Racing radial, G-Force,

VCRRD18BK 109,00

This four-piston brake calliper from VOCA Racing is CNC machined from solid aluminium alloy and catches the eye with its obvious high-end production quality, robustness and low weight. The surface of the VOCA brake calliper is decorated with a laser-cut VOCA Racing logo and they are available with either a black or red coloured protective anodised finish. This brake calliper is compatible with all adapters available for the Stage6 calliper type. 82mm distance between the two M8 fixing holes, equipped with an organically based brake pad frictional material.

VCRRD18BK

Brake Drum SIP rear for Vespa PX80-200 E Lusso 1°/T5 (`83-`88) for open 10“ rim, Ø inside 150mm, oil seal seat 30mm, external

24277910 95,00 Regrettably there are no longer any real high-end brake drums available catering for external shaft oil seal mounting. The finest currently available PX rear drums are designed by PIAGGIO for use with internal shaft oil seals and are not provided with a surface suitable to match an external shaft oil seal. To solve this problem, we have had these brake drums converted to be compatible with the external type.

24277910

Brake Cam SIP BFA shortened to 95mm, fits BFA engine case

97181100

39,00

THE BEST SETUP › OUR SIP-TIP: 97181100

›D o not forget the new brake pads, brake drum nuts, splint and oil seal for the drive shaft. A new rim and a new tyre are also recommended › Replace the brake fluid completely. It can be done a lot easier with the help of a brake-bleeding kit (art. no. SB100501)!

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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572683B0

CONCLUSION: Seeing and being seen: plug and play bright light with a great design, not only a night-blind’s dream.

57217100

LET THERE BE LIGHT HIGH LIGHT EFFICIENCY COUPLED WITH AN ELEGANT DESIGN: THE SIP LED FRONT The front-light of classic Vespa scooters unfortunately never was anything much to write home about. Around the turn of the millennium the clear glass headlights did improve thing considerably, but even that did not bring real light into the dark. The big thing these last few years, in the world of lighting, has been LEDs. These semi-conductors require little energy, and even for a properly bright front-light they are very small. The problem though often is the looks. Unfortunately many aftermarket LED headlights impress with their decidedly unimpressive design; an eyesore in particular on a classic motor scooter.

We at SIP have done our best to change that, we have come up with an LED headlight which keeps the classic and elegant look of the Vespa Largeframe models. With our SIP PERFORMANCE LED for Vespa 125 GTR/TS/150 Sprint V/180-200 Rally/PX80-200/

› Significantly brighter light

PE/Lusso/`98/MY/`11/LML Star 125-200 2T/4T you get the best light possible, great night-time light output and excellent daytime visibility. These are just some of the advantages of a modern LED light. The new stylish SIP PERFORMANCE LED are a straightforward replacement with no other modifications needed. Different to other LED lights on the market our headlight comes with a subtle LED strip in the middle which makes the headlight blend in nicely into the overall style of the Vespa without standing out like a sore thumb.

FITTING ON CLASSIC VESPA MODELS The headlight comes with “High Power LED“ high/low beam, it simply plugs into any H4 headlight plug. There is a separate wire included to also use the pilot light function.

The headlight runs direct current, hence it requires either a battery or an equivalent 12V DC source like a DC rectifier (art. no. 51008200).

Headlight SIP PERFORMANCE LED round, Ø 143 mm, 12V DC, incl. bulbs, with e-mark for Vespa PX80-200/PE/Lusso/`98/MY/`11/LML Star 125-200 2T/4T incl. mounting material

57217100

209,00

w/o mounting material

57268300

189,00

› Elegant design

for Vespa 125 GTR/TS/150SprintV/180-200 Rally incl. black headlight rim, aluminium CNC 572683B0

245,00

› Easy to fit

incl. silver headlight rim, aluminium CNC

239,00

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572683S0

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

HEADLIGHT / SPEEDOMETER SIP

Find rev counters for many Vespa and Lambretta models at www.sip-scootershop.de.

THE BEST SETUP › OUR SIP-TIP: ›D o not forget to order a Fast-Flow fuel tap with reserve. RF suppressed spark plugs are also essential!

Our Speedometer on SIP TV:

bit.ly/sipspeedos

CONCLUSION: The first high end instrument that successfully combines a speedometer and a rev counter with an almost completely original looking component. Whether you are a racer, rally goer, tourer or an urban cowboy - it offers advantages to all!

WOLF IN SHEEP´S CLOTHING THE SIP REV COUNTERS FOR VESPA AND LAMBRETTA ARE MODERN DAY CLASSICS ALREADY Since its introduction in 2010, the SIP Rev Counter has revolutionised the classic scooter speedometer market. Features, previously requiring the inclusion of extra instrumentation, have now been integrated into its design with maximum understatement. Several years and countless customer requests have culminated in us getting together again with KOSO to develop an update that we can truly be proud of: The SIP Rev counter/Speedometer 2.0!

SIP REV COUNTER/SPEEDOMETER 2.0: ›

Analogue rev counter up to 14000 rpm, according to model

›

Digitally rev counter: rpm up to 14000 rpm / Maximum rpm

›

a lternative to the analogue rev counter, displays also analogue maximum speeds of up to 140 kph/mph

›

digitally displayed speed (maximum speed): 199 kph or 140 mph

›

T emperature: 250°C or 32-482°F for cylinder head or cooling water temperature, a temperature sensor for the spark plug is also included in the delivery

›

Maximum temperature

›

Time (except V50 Ø 48mm)

›

Maximum total measurable distance travelled: 99999 km / miles

›

Adjustable total journey distance

›

‚A‘ and ‚B‘ stage distance extended to 9999,9 km / miles

›

‚A‘ and ‚B‘ stage time 99,59 h

›

Average ‚A‘ and ‚B‘ stage speed 199 kph or 140 mph

›

Five back-light brightness settings

›

Fuel reserve warning (optional with SIP Fast Flow fuel tap, except PX Lusso EFL)

›

with PX Lusso (EFL) models: Fuel level-, indicator-, high/low beam display

›

ith Vespa 50 N/L/R: Speed Sensor with digital speedocable included already w included

Rev Counter / Speedometer SIP 2.0 for Vespa PK50-125/S/SS/Automatica, - 140 (km/h/mph) / 14.000(Umin/rpm), Ø km/h, km/day, - 250° C, clock, 12V AC/DC black 50001100 169,00 white

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

50001110

139,00

0 0 0 0 8 3

50412600

THE BEST SETUP › OUR SIP-TIP:

5001EGTJ

› A lternatively, a weld-able sensor-fixing nut (art. no. 50412500, Steel/ art. no. 50412600,stainless steel) could be used.

HOT, HOTTER, SHOT? BETTER CHECK THE EXHAUST GAS TEMPERATURE WITH THE SIP EGT SENSOR INSTEAD OF CHECKING THE CLUTCH LEVER WITH A NERVOUS HAND The SIP Exhaust Gas Temperature (EGT) converter determines the temperature of the exhaust gases received from the sensor and sends the converted data to our SIP Speedometer/Rev counter - 2.0 for display. The ability to read the temperature of the exhaust gases allows a rapid diagnosis of the true condition of any two-stroke motor. This essential information provides usable proof of its running parameters, in particular the ignition and jetting settings, along with state of compression, etc. The EGT can also warn immediately of imminent issues and so help prevent expensive damage to the heart of the motor!

The detailed instructions for the mounting of this SIP conversion kit describe how to best position the sensor within the exhaust of a vintage, geared Vespa. During normal, everyday use the EGT should lie between around 400°C and 700°C. If this value suddenly spikes to, lets say 1000°C, there is very probably something going horribly wrong. This can include pinking of the motor, dangerously altered ignition timing due to a sheared woodruff-key, failing gaskets and similar hor0 0 0 0 8 4

ror stories that lead to holed pistons, seized barrels/ crankshafts and so on...

The EGT converter, or adapter box, is integrated into the scooters existing wiring loom between the electronic ignition unit and the SIP Speedometer/Rev-counter 2.0. The converter is connected to our speedometer using the existing cylinder head temperature sensor socket and the EGT is then displayed in the corresponding area of the speedometer face. As this display can only display values up to 250°C this converter delivers a value that displays 10% of the actual EGT. In practice this translates to an actual EGT of 700°C being displayed as ‚70‘. The cylinder head temperature can no longer be measured while the EGT converter is attached.

The temperature sensor is attached to the exhaust manifold using a very robust clamp and only one small hole needs to be drilled to enable its correct positioning.

Once properly tightened the conical sealing nut included in the delivery effectively seals the gap surrounding the sensor.

Exhaust Gas Temperature Sensor SIP EGT for Vespa 50 -125/PV/ET3/PK50-125/GT/GTR/Super/TS/150 VBA/VBB/VGLA/GL/ GS/Sprint/V /Super/160 GS/180 SS/Rally/PX80-200 also for Lambretta models incl. converter

5001EGTJ 109,00

EXHAUST GAS TEMPERATURE SENSOR / LAMBDA SENSOR SIP

50412900

THE BEST SETUP › OUR SIP-TIP: ›D o not forget to order the sealing bolt including gasket (art. no.

50413100) to attach the lambda sensor within the exhaust. With the SIP flange kit (art. no. 50412700 and art. no. 50412800) every exhaust can be retrofitted.

5001AFJ0

TO RICH OR TO LEAN? SETTING UP YOUR ENGINE TO PERFECTION, BASED ON THE OXYGEN CONTENT OF THE EXHAUST GASES SIP Performance Lambda Sensor to complement our SIP speedometer/rev counter 2.0 with the display of the motors combustion gas values.

Lambda sensors were developed to facilitate electronic control of modern combustion motors. They provide the fuel injection electronic control unit with data to allow it to determine if the correct amount of fuel is being injected while simultaneously monitoring the exact fuel/air ratio being supplied. The values are obtained by the sensor analysing the amount of oxygen that remains in the post-combustion gases escaping from the cylinder. A lambda value of 1.0 means in theory all of the oxygen has combusted, or the ideal pre-combustion fuel to air ratio of 14.7 parts air to one-part premium-grade petrol has been achieved. A leaner running motor will be indicated by a value greater than the ideal lambda 1.0. If on the other hand the pre-combustion air/fuel ratio is too rich, this value will be less than lambda 1.0. In recent years Vespa owners, tuners and dyno-testers have grown to appreciate the advantages provided by lambda sensor analysis of exhaust gases. This simple mechanism puts an end to endless experimentation with various carburettor set ups, the proof is immediately available and the air/fuel ratio determined exactly – jetting has never been so simple! Tuning your ear for alarms from the tone of the engine during long motorway trips also becomes less relevant, with peace of mind being provided by constant monitoring and display of the air/fuel ratio by this clever device. The SIP A/F-Converter enables a lambda sensor to be attached to the SIP Speedometer/Rev Counter with the use of the existing temperature sensor connection. Instead of the cylinder head or ambient temperature the Air Fuel Ratio (AFR) will be displayed. For example ‚147‘ in the speedometer display represents the ideal AFR of 14.7 and a 160 in the display would mean you are burning a dangerously lean 16 parts oxygen to 1 part fuel. 14.7:1 is not an ideal ratio for tuned motors. Larger jets should be delivering a lambda value of 0.85 or a 13.5:1 AFR. The extra interior cooling the increased fuel in the mixture provides is a welcome side effect. While the temperature sensor connection on the rear of the speedometer is occupied by the lambda systems data cable no other

temperature values can be registered or displayed. Detailed mounting instructions to ease the attachment of this lambda conversion kit are included in the delivery. Our entire range of recently produced SIP Performance exhausts (e.g. art. no. 200241SC) allow the lambda sensor to be directly bolted to the lambda sensor attachment nut already integrated into the manifold. For exhaust systems without this facility a similar nut is included in the kit.

The Universal Exhaust Gas Lambda Sensor itself is a BOSCH LSU 4.2. They are heated which makes them require a hefty current supply to enable this. We recommend our SIP Performance ignition in combination with a battery on the wiring loom. Despite recurring opinions being circulated that lambda sensors might not be suited to the conditions in a two-stroke motor, we can look back on a wealth of experiences where the opposite has been convincingly proven. If the lambda sensor has not been required for a while and the motor has been set up to run a little richer it makes sense to remove the sensor from the exhaust system to preserve it for future use. The display of this value is enormously helpful while setting up the carburettor. A lambda (L) value of 1.0 means ‚stoichiometric‘ combustion has been achieved. This refers to ratio where the air/fuel mixture is exactly right to ensure a clean combustion.

14.7 parts air to 1 part fuel.

L > 14.7 = Lean (e.g.16.0) L < 14.7 = Rich (e.g. 13.5) Universal exhaust gas lambda sensors are heated and require a nominal current of around 1A, during the heating phase this can peak at up to 3A! The addition of a powerful ignition along with a battery is highly recommendable.

Lambda Sensor SIP A/F Ratio for Vespa 50 -125/PV/ET3/PK50-125/GT/GTR/Super/TS/150 VBA/VBB/VGLA/GL/ GS/Sprint/V /Super/160 GS/180 SS/Rally/PX80-200 fits also Lambretta models incl. converter 5001AFJ0 199,00

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

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The fathers of the 306cc BFA MOTORI FROM PARMA Alexander Barth, SIP Scootershop with Alessandro Graiani, BFA Motori

ins in any w with m h riders s r a e ssful y PX class, wit rted the succe 5 sta ple of u the 22 ancellu, we o e c in a F and th fter ship BFA: A n champion and Renato elopments ms with v i a le t e li r BFA the Ita imone Vibe ontinuous d d more prob t, with t does h as S hape. The c to more an o do it righ ? Wha c d u e s d n r lead ided t king s shaft.

FA fou was B idea ta easing powe ence we dec eized crank NC e r e e h h t cr dw .H with ntly s in a C ever in iaggio parts hen an rm and 2014, a dece SIP: W ? ld P icial fo ni and Alesse and en tested in o d a e ju c r h t o e t f n in h ega prese stand er eng were t d Fabio B , in its a prop prototypes ore an ded by 9. o: BFA r n . d t u e n s o s r f a ult of b werful a fi s c s 1 r a e e 0 e r o h 2 w f T in e Aless t r g o h le s ethe as t nd p ed en t peop rch 31 ing tog ate.

06cc w liable a hat machin presen raiani on Ma n work bet with a m er ity of 3 for both a re PX engine. T ed, e c e G a b p o e r a d v c a a n a e le ne li h f h I y ib in sand a o it c s g d s s w i rted ro an aves re wa The en hich are pos dimension ssand rs. It all sta ine with a P an abbrevia r if the n le e w e t A t e : iv e k g io b a o g str the Fab at is d ye t go st en within uld no BFA: Th t 10 od the fir ? engine mean we co the las en we built on the side. lessandro. a 306 t o buy h A e o t w n h d lv s it n ’s a s n t a v e o w a s do Th abio tary rted eit g rea rse! disc ro es Begani, F ful alb get sta vincin of cou and a power t st con id you scootering m a o a d n s m w a r o e u a lf H h o et itse h gre o the obs? tion of hat ar proved tions t wer wit r day-j ds.

SIP: W diately excellent po ngine spee It re you your connec e a t m a th im e is s d.

6 h e in 0 in ig in 3 m h m b SIP: W ? What are e t of ad rs BFA: Th ngine. It com ally happy a e capacity in uring s head machines. a h e u o scoote k t t r q r le o h e o b r. I w tion e wit eing relia t ood f ? ays keepe nstruc ing ou while b scene pressiv e. It’s g a book h builds co 91). Nowad d orque, rticularly im satile engin able of push of m t a I : 9 ic e o 1 p h pa cap ver and ndr top yw 17 ( That is raordinarily ut it is also has proven, Alessa r a compan when I was but I never s fo ,b o xt s o, e c e s . a t s s n p n d m u e s a io J e u t e y r s V a n a is r d g ia Iu t fo r every echnic e et3.i uch as ed ridin the and fo P, as your t I start et out as m I founded th ith t I am n e H g m 0 3 t o o so w , it a over 7 races.

I do no spas. In 200 t the m nd builds m lease d ine is quick A p , r. d e a e g o a e g r in n V e. d n in g e e g e n n h ig t im t is e in s t a win rid scin it on hort nical at de se. Th to ride coming sen extremely s mecha company th ays been fa t vehicle. e a id c m e a I d g a alw lly ha If you Fabio: l director of I have rdless for w iding. applyin fast in a rea a g and r ssing. a causin y extremely technic r food proce tuning, reg as than the all fo by sp gets re chines ngines, and tuning of Ve ? Why e e e in h e t g c n e a r r by 06 e is mo d the 3 ssion My pa a behin e id e s th hat wa SIP: W ?

306cc

BFA – Three letters which usually come up in the same sentence with 288cc and 306.

Who are the people behind the three letter Parma tuning brand. We’ve know the guys even before BFA started, so here is an interview for you to learn who they are:

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INTERVIEW WITH ALESSANDRO AND FABIO FROM BFA

My heart beats

FOR SMALLFRAMES !

Fabio Begani, BFA Motori, Parma

SIP: What were the challenges of this project?

SIP: What are your most important projects just now?

BFA: The idea was to build something extremely robust and strong, but also powerful and reliable. The target was 45 HP with good torque. Out of the box power was well over 50 already. That’s a decent enough starting point. The rest now is in the hands of the tuners.

BFA: At the moment we are very happy with our 288cc Smallframe project. We believe we have shifted the benchmark in the world of Smallframes with that. More than enough power coupled with excellent rideability. All that combined with the reliability of a properly designed and dimensioned engine case, a proper strong crankshaft and decently sized bearing.

SIP: Some have been asking why the 306 does not have a third bearing for the mainshaft, and why it does not work with wide tyres?

BFA: Whoever asks that question has very probably never seen a BFA engine in the flesh. Everything is sized and precision built, no further reinforcement is required.

The driveshaft in particular does not require a third bearing, and real live testing has shown that the engine does not have any problems whatsoever, neither there nor elsewhere.

Wide tyres are very unusual in Italy. They do not exactly improve the ride quality.

Since the engine was originally designed for the Italian market, we did not develop it for particularly wide tyres.

SIP: In July 2018 SIP took over the 306 project. Why did you want to pass the project on to SIP? BFA: We are a small enterprise, and that’s the way we want it. Our main interest and our passion are Smallframe Vespas. The BFA 306 Largeframe project was extensive, and it ate up our capacities the more successful it got. We had less and less time to realise our Smallframe ideas, so we decided to offer the project as a whole to SIP. SIP has the knowhow, the ability and the infrastructure to continue a project as large as that.

Be careful though, this engine too requires some self-control and sensibility when you ride it.

SIP: What are your plans for BFA 2025?

BFA: We don’t have a long-term plan. We are small, for us going from idea to finished product is just one step. We have loads of ideas, some outside the world of geared scooters. Maybe we’ll do something for the Vespa GTS 300. Apart from that we are happy with how our cooperation with SIP is going. There will be new stuff for 2020/21.

Don’t call it a day just yet….

SIP: Anything you’d like to add?

BFA: A huge thank you to all our customers and for their trust in us.

Tanti Saluti da Parma!

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Gearbox kit BFA MOTORI 4-gear PK

Watch out:

Furious Parts Are Coming

50412600

50412600

50412600

TUNING BY BFA A BRIEF INTRODUCTION INTO THE BFA RANGE, AND A PREVIEW NICE NEW PARTS

Driveshaft BFA MOTORI „4-gear“ for Vespa 50 2°/N 2°/L/R/S /Special/SR/SS/90 2°/100/125 /PV/ET3/PK50125/S/XL/XL2 11159000 179,00

for Vespa 50-125/PV/ET3/PK50 -125/S/XL/XL2 made by BFA such as:

› Engine Case BFA 288

Gearbox Kit BFA MOTORI 5-gear STD

› Racing Exhaust BFA 288

for Vespa 50-125/PV/ET3/PK50-125/S/SS/XL/XL2, for primary BFA, incl. 5 gear, 8-arm, gear selector, layshaft 22-20-18-15-11 cogs, drive shaft, kickstart cog

› Clutch BFA 2019 STD

40476600

1590,00

Gear Selector BFA MOTORI „4-gear PK“ for Vespa 50 S 3°/Special V5B3-4T 2°/SR (D)/100 2°/125 PV 2°/ET3 2°/PK50125/S/XL/XL2, L 50,2 mm, hardened, round,4-arms 40431900 142,00

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› Racing Cylinder BFA APRILIA Type › Racing Cylinder BFA 288 etc.

Detailed descriptions and many more BFA parts at www.sip-scootershop.com

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

TUNING BY BFA MOTORI

SIP Tour through the Dolomites, Italy

bit.ly siptrip18

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TUNE UP YOUR BODY

T-SHIRT SIP BFA Motori black, male, size: S-2XL, 100% cotton, 180 g/m2

9528544

25,00

T-SHIRT & HODDIE SIP SIP „performance & style“

Patch 7,5x7,5cm

70070521

5,90

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9541B

20,00

952867

29,00

Hoodie SIP „performance & style“

Sticker 6x6cm

black, male, size: S-2XL, 100% cotton, 180 g/m2

95155900

1,00

black, male, size: S-3XL, 65% cotton 35% polyester

FOR ROAD LEGAL USE IN YOUR COUNTRY CONTACT YOUR LOCAL TRAFFIC AUTHORITIES

MERCHANDISE SIP BFA

“SIP 25 Years” T-Shirt

“SIP 25 Years” T-Shirt

white, male, size: S-2XL, 100% cotton, 180 g/m 2

9528542

29,00

black, male, size: S-2XL, 100% cotton, 180 g/m2

ALL PRICES AS AT 01/2020, PRICE IN EURO INCL. 19% GERMAN VAT, PLUS SHIPPING WWW.SIP-SCOOTERSHOP.COM

9528541 29,00

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4260438379550 This catalogue shows only a part of our extensive assortment of scooter accessories and spare parts. You find all 58.000 parts online at www.sip-scootershop.com

AUGSBURG Ka ufer

Ausfahrt Igling

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KAUFERING

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B17

St nnlma Kol

English Hotline +44 2038701487

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ies Lechw

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Marie-Curie-Str.

LANDSBERG

.

Str

Igl ing er-

Ligne Directe Francaise +33 177688858

alte B17

Str. iebig-von-L

traße ger S sbur Aug

Justus

Celsiusstraße

Ausfahrt Landsberg Nord

A96 MÜNCHEN

Carl-Friedrich-Benz-Str.

Linea Italiana +39 0417413800 Linea Español + 49 8191–96999-56 Opening Hours Hotline & Shop (CET)

A96 LINDAU

B17

FÜSSEN / GARMISCH

Mon-Fri 09.00 am – 6.00 pm Saturday 10.00 am – 2.00 pm

contact & directions How to find us: We are very conveniently located in the industrial estate 'Frauenwald' in Landsberg am Lech. For those arriving on the A96 motorway, we recommend to take the exit Landsberg Nord and drive into town. At the first intersection turn right until the next traffic light, turn right and go straight. Shortly after the highway bridge at Audi/Mercedes, turn left and continue straight through the round-about. Approximately 300m further we are on the right side.

When travelling on the motorway-like B17 exit Igling is recommended.

Follow the signs 'Industriegebiet Frauenwald'. About the Franz-Kollmann-Straße, which merges into the Fahrenheit-Straße and then in the Celsius-Straße turn right at the company Vissmann into Emmy-Noether-Straße. After about 200 meters you will find us on the left side.

SIP Scootershop GmbH Marie-Curie-Str. 4 86899 Landsberg am Lech Germany

www.sip-scootershop.com