【SIP PERFORMANCE】 ロングストローククランクシャフト SIP PREMIUM by PRIMATIST ボア Φ 72mmレーシングシリンダー用

Engine type：200cc，Largeframe
Crankshaft type：Disc Valve
Stroke：60 mm，long stroke
Conrod：127 mm conrod 127mm
Sport - con rod
Connecting rod bearing：16x20x20 mm
Pin 16mm
valve timing：125°/-5° post TDC
fine balanced
geared on clutch side，engine case must be modified ！
TUNING SPORT - powerful

Technical tipsはこちら
ABE，E-passport＆parts certificateはこちら
Assembly＆Instruction Manualsはこちら
Performance diagramsはこちら
Performance diagramsはこちら
Performance diagramsはこちら
Performance diagramsはこちら
Assembly＆Instruction Manualsはこちら
Performance diagramsはこちら
Technical tipsはこちら
Technical tipsはこちら

※取扱説明書が付属する場合は外国語となります。
※輸入商材の為、納期が遅れる場合がございます。あらかじめご了承ください。
※画像には他の商品が含まれている場合があります。
※メーカー都合により商品の仕様変更がある場合がございます。ご了承ください。

High-end Crankshaft for Vespa Largeframe Models.
More stroke and top quality for high-torque everyday engines.
The Crankshaft，together with the Cylinder，forms the heart of every Engine.
It is one of the most heavily stressed parts.
The conversion from stroke to rotary motion places the highest demands on quality and workmanship.
The Shaft should also be well balanced to reduce vibrations.
The oscillating masses should be low to support the performance of the Engine.
The lower connecting rod bearing rotates at engine speed，is lubricated by the two-stroke mixture and must absorb the load of the Piston’s change of direction twice with each revolution.
The Crankpin，which connects the two crank webs and the Conrod，must be compressed to exactly the right degree.
If the pressure is too low，the crank webs will twist in relation to each other.
To ensure that sufficient mixture reaches the lower connecting rod bearing for lubrication，the lower connecting rod eye should be provided with lubrication slots.
Particularly smooth running
Very high-quality materials and workmanship
Available with polished forged connecting rod
The Crankshaft line from SIP is manufactured in Italy and meets the highest demands placed on crankshafts.
Particular attention has been paid to quality and sophisticated design features.
The balancing of each Crankshaft is adapted to the stroke，connecting rod length and scooter model.
Crankshafts with a particularly long Conrod，designed for heavier 72 mm Pistons or which require more Counterweight due to a particularly long stroke，are additionally equipped with tungsten weights.
The shafts are available in two versions：
The “Premium” Models are supplied with a high-quality Conrod in standard design，i.e.
with an untreated surface，.
The Conrod is equipped with cooling slots and holes for the bearings.
The “Performance” Shafts are fitted with an extremely high-quality polished Conrod.
Polishing refines the surface.
This means that it becomes denser and has a more stable structure，which makes the Conrod more resistant.
The polished surface also ensures less turbulence.
The polished Conrods are further weight-optimized.
Their lateral contour is more aerodynamically shaped and they have been redesigned in the area of the lower bearing for even better cooling of the connecting rod bearing.
At 60 mm，the long-stroke Crankshaft for the Largeframe Vespa Models has 3 mm more stroke than the original crankshaft.
This increases the displacement by approx.
5 ％.
The improved stroke/bore ratio not only increases performance，but also torque in particular.
This Shaft is designed to be particularly well suited to high-torque and everyday tuned Engines.
The stroke of 60mm can be accommodated in the original crankcase，the SIP 60mm Crankshafts fit without adjustments.
The rotary valve crankshafts are available with two variants of intake timing：
115°/4°：quite close to the original timing.
Particularly suitable for mild “road” tuning.
125°/-5°：with approx.
20° longer intake timing.
The longer timing is very suitable for “sport” tuning.
At the same time，the times remain within a frame that is still very suitable for everyday use.
Engine performance is not lost in the lower rev range and can be easily tuned.
The “sprayback” from the crankcase remains at a low level.
The contour of the control cheek is designed to allow the gas to flow in as smoothly as possible.
In addition，this type of cheek design allows particularly effective balancing of the Crankshaft and therefore particularly smooth engine running.
We supply the Long Stroke Crankshafts with the following connecting rod lengths：
105 mm：for the 125-150 cc largeframe models
110 mm：for the 200cc class
127 mm：for the QUATTRINI M244/M232.
The additional millimeter to the original Conrod length of the Quattrini Conrod makes it possible to vary the timing.
Two small tungsten weights have been fitted here for perfect balancing with the Quattrini Piston.
Note：The SIP Crankshaft’s rotary vane cheek has a particularly precise fit for smooth engine running.
In conjunction with aftermarket casings or faulty rotary slide surfaces in the casing，contact between the Crankshaft and the casing may occur.
Please check the dimensional accuracy before installation.
Conclusion：The ideal Crankshaft for mild，reliable tuning from the improved original engine to the Malossi Sport with box exhaust and 20 hp suitable for touring.
When replacing the Crankshaft，always replace the Bearing and Oil Seal as well.
E.g.
item no.
M6615466 and M6617236.
Compensate for the extra stroke with a 1.5 mm head gasket or use a Cylinder for 60 mm stroke.E.g.
item no.
15060000.
New reinforced Woodruff Keys are always a useful addition：Art.
no.
87059200
The perfect connection between the crankshaft and the clutch，for all Vespa largeframe models.
PIAGGIO designed these engines with a cylindrical flange，a spring washer and a M12 nut holding the crankshaft and clutch together.
Generally speaking，this arrangement works quite well in a standard engine.
Nowadays though，this tested set up is not quite capable of reliable transmission of the power outputs that have become achievable.
To solve this we can now present a solution with the following advantages：
Interlocking cog-teeth connection.
Simple de/mounting.
Solid and enduring connection，for all mileages and power outputs.
We now have a range of crankshafts and complementary clutches available equipped with interlocking connections that are extremely solid and stable in operation.
This technology has already been established in our BFA 306 engine design.
These performance engines are easily capable of power outputs of up to 72PS！ When stripping such an engine following operation，the clutch could be removed by hand once the holding nut had been undone，with absolutely no wear discovered！ These achievements led us to transfer this advanced idea to more conventional engine casings，set ups and clutch concepts.
Without a woodruff key but with a M14 holding nut thread.
All SIP crankshafts and clutches equipped with this interlocking connection are compatible with each other.
With this system the components are locked together and held in position by the M14 holding nut，eliminating the need for a woodruff key.
On original engine casings，a 3.5mm thick spacer disc must be positioned between the clutch and bearing，with our SIP BFA engine casings a thinner 2.5mm spacer disc is used.
Attention：The oil pumping gear cannot be mounted.
Conclusion：A complete solution，eliminating once and for all one of the weakest links in the Vespa largeframe engines drive-train.

ユーザのインプレッションを見る

適合車種： Cosa200、P200E、PX200E、PX200E Arcobaleno、PX200E Arcobaleno Elestart、200Rally ( 適合車種を見る )