crankshaft pin ø 16 rod 110 (stroke 60 mm) for engines with reed valve

商品說明

STRENGTH AND RESISTANCE

MALOSSI CRANKSHAFTS FOR VESPA

The crankshaft of a Vespa is one of the most delicate yet important components of this type of propulsion unit, having to handle the movement of rods and pistons, as well as regulating intake through the crank timings.

The Malossi technical office has dedicated its attention to both of these elements, creating two versions of the crankshaft and developing unique solutions with a high technological value, starting with the choice of materials; top quality as always.

All Malossi crankshafts for Vespa are made from aeronautical quality reinforced steel and are founded in a vacuum. It is a material highly resistant to scratches and guaranteed by the certifications required in Malossi's strict handbook. The "viper head" piston rod's shape is designed to limit weight to a minimum whilst guaranteeing the required rigidity.

Not even the smallest detail has been overlooked. Indeed, Malossi technicians have even worked on the thread on the transmission side axis of the crankshaft, succeeding in significantly increasing resistance by producing smoother stepping. Even the position of the key has been reviewed both in terms of size and shape, so as to no longer damage the thread and contribute to resistance in what is an avant-garde solution. Crankshafts are supplied with special nuts, much stronger, to take advantage of the increased resistance offered by the tighter thread.

DIFFERENT VERSIONS

Crankshafts are available with different piston rod lengths for "small frame" Vespas, on to which the full crankshaft is fitted.

The shaft for motors with a rotating valve inlet has a standard length shaft and piston rod.

FULL CRANKSHAFT

The Malossi full crankshaft, designed only for Vespa motors modified for use with a reed valve inlet systems instead of the original rotating valve, is the next level for Vespa enthusiasts.

As with the rotating valve version, this version is also guaranteed to offer optimal balance, having tungsten inserts. Furthermore the half crank on the transmission end has a specially-designed chamfer to ease fresh gas intake under the sump.

The circular mass structure is the zone which benefits the most from this new shaft and sump configuration, receiving the maximum possible pressure level.

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