Description
Long Stroke Crankshaft MAZZUCCHELLI
for Vespa 200 Rally VSE1T 33997 ->/P200E/PX200 E/Lusso/MY/Cosa
- disc valve
- stroke 60,0mm
- conrod 110,0mm
- Standard - con rod
- Connecting rod bearing: 16x20x20 mm
- pin 16mm
- valve timing: 138°/6° post TDC
Description
Sport crankshaft from Mazzucchelli with 60mm stroke (+3mm compared to series). It is an ideal complement to all sport and racing cylinders.
The long intake timing after top dead centre ensures that in the lowest speed range much of the mixture already sucked in is pushed back through the carburettor (so called This causes the mixture to be heavily greased and the engine runs unevenly and stutters. The ideal companion for this wave is therefore a larger carburettor which is inevitably accompanied by a longer intake stroke with this type of engine. This dampens the spitting back into the carburettor already relatively strongly, an additional mounted resonance chamber (so-called Boost Bottle) facilitates the adjustment of the engine additionally.
The larger carburettor cross section fits well to the long control angles of the shaft and makes a strong performance increase possible in the upper speed range opposite early closing crankshafts. Unfortunately also with losses in the engine elasticity.
The Mazzuchelli shaft does not erect the same width at the rotary vane control cheek and at the shaft seal seat as the BGM shafts. Therefore the control slot in the engine housing cannot be widened as much as with a BGM crankshaft.The additional stroke must be compensated for on cylinders designed for the standard stroke of 57mm. For this purpose use either a 1.5mm head OR a 1.5mm foot gasket. It is not necessary to work with a 3mm gasket. The additional stroke of 3mm is distributed over 1.5mm in the lower dead centre direction and 1.5mm in the upper dead centre direction.A foot gasket increases the control angle of the cylinder and thus provides the prerequisite for a sporty and speed-oriented power delivery. For full power, however, the exhaust angle must often be increased to compensate for the disproportionately increased overcurrent angle compared to the exhaust angle. For everyday engines it is usually recommended to compensate the stroke with a 1.5mm head gasket.Cylinders designed for 60mm stroke (Polini 221, Pinasco 225) do not require an additional compensating gasket.
The long intake timing after top dead centre ensures that in the lowest speed range much of the mixture already sucked in is pushed back through the carburettor (so called This causes the mixture to be heavily greased and the engine runs unevenly and stutters. The ideal companion for this wave is therefore a larger carburettor which is inevitably accompanied by a longer intake stroke with this type of engine. This dampens the spitting back into the carburettor already relatively strongly, an additional mounted resonance chamber (so-called Boost Bottle) facilitates the adjustment of the engine additionally.
The larger carburettor cross section fits well to the long control angles of the shaft and makes a strong performance increase possible in the upper speed range opposite early closing crankshafts. Unfortunately also with losses in the engine elasticity.
The Mazzuchelli shaft does not erect the same width at the rotary vane control cheek and at the shaft seal seat as the BGM shafts. Therefore the control slot in the engine housing cannot be widened as much as with a BGM crankshaft.The additional stroke must be compensated for on cylinders designed for the standard stroke of 57mm. For this purpose use either a 1.5mm head OR a 1.5mm foot gasket. It is not necessary to work with a 3mm gasket. The additional stroke of 3mm is distributed over 1.5mm in the lower dead centre direction and 1.5mm in the upper dead centre direction.A foot gasket increases the control angle of the cylinder and thus provides the prerequisite for a sporty and speed-oriented power delivery. For full power, however, the exhaust angle must often be increased to compensate for the disproportionately increased overcurrent angle compared to the exhaust angle. For everyday engines it is usually recommended to compensate the stroke with a 1.5mm head gasket.Cylinders designed for 60mm stroke (Polini 221, Pinasco 225) do not require an additional compensating gasket.
- stroke: 60mm
- cross rod length: 110mm
- engines: PX200, Cosa200, Rally200 (Ducati ignition)
- clevis: 20mm (solid material)
- Necessary stroke compensation: 1,5mm (foot or head for cylinders for 57mm stroke)
| Bearings | |
|---|---|
| sizes: | 16x20x20mm |
| Gudgeon pins | |
| diameter: | 16 mm |
| Crankshafts | |
| stroke: | 60 mm |
| thread rotor side: | M12x1,25 right-hand thread |
| thread drive side: | M12x1,5 right-hand thread |
| diameter crankwebs: | 98 mm |
| width crankwebs: | 40.1 mm |
| diameter bearing seat rotor side: | 25 mm |
| diameter bearing seat drive side: | 25 mm |
| diameter oil seal seat rotor side: | 24 mm |
| diameter oil seal seat drive side: | 31 mm |
| full circle crankshaft: | no |
| rotary valve crankshaft: | yes |
| length rotary crankweb: | 196 mm |
| Vespa PX200 - intake timing for short rotary surface (46mm) (°): | 184 |
| Vespa PX200 - intake timing for long rotary surface (62mm fully modified) (°): | 203 |
| crankcase has to be milled: | no |
| engine casing has to be modified: | no |
| Connecting rods | |
| length connecting rod: | 110 mm |
| thickness connecting rod: | 5.6 mm |
| diameter small end connecting rod eye: | 20 mm |
| lubricating hole at small end bearing: | no |
| diameter crankpin: | 20 mm |
| lubricating hole at crankpin bearing: | notch |
| crankpin shims: | yes |
Fits the following vehicles
- Vespa (Motovespa) Vespa 200 DN (engine 9DN)
- Vespa (Piaggio) Vespa 200 Rally (VSE1T, Ducati)
- Vespa (Piaggio) Cosa 200 CL (VSR1T)
- Vespa (Piaggio) Cosa 200 CLX (VSR1T300)
- Vespa (Piaggio) Cosa 200 FL (VSR1T301)
- Vespa (Piaggio) P 200 E (VSX1T, -1980)
- Vespa (Piaggio) PX 200 E FL (VSX1T, 1984-1997)
