MALOSSI VR-One crankcase, reed valve - Vespa PX200 Elestart

Description

Carter MALOSSI Vespa PX200 Elestart VR-One reed valve

The VR-One is for power purists, for those who want to push their Vespa to the limit, but not only. It has the same mounting characteristics in the body of the V-One and the same cylinder housing possibilities thanks to the revised fluid dynamics of the crank chamber, the drilling of the studs and the same accessories supplied with the V-One (except for the pin of the mixer).
This crankcase has been designed to withstand higher powers and for this reason it is supplied with main ball bearings on flywheel side 25x 52x15 and transmission side 25x 62x12, which eliminate needle bearings and allow greater load bearing capacity. radial and additional resistance to axial loads, not contemplated with the original roller bearings. Dedicated oil seals are also provided.
The greater resistance to the stresses due to the crank mechanism makes the crankcase perfect to be mounted with our MHR single-ring cylinders, art. 3116349 (stroke 57), but especially with the kit 3116351 (stroke 60). The natural match for this configuration is with the crankshaft Malossi full shoulders stroke 60 art. 5316176, supplied with the right balance and perfect for the reed valve power supply foreseen for the new VR-One.


Reed valve feeding

Here lies the greater novelty and sporty orientation of the crankcase, now powered by a system SUPPLIED INTEGRALLY with the reed valve assembly which, thanks also to the new high quality carbon fiber reeds, guarantees an increase in power on all operating speeds and simultaneously allows the achievement of the highest speeds. The assembly consists of a die-cast valve seat, coupled to the crankcase surface with a seal guaranteed by a special gasket, and a completely new reed valve equipped with a multiple profile diffuser, specially designed with fluid dynamic simulation programs and equipped with a particular conformation of the side walls able both to eliminate part of the turbulence, which normally occurs when the air-petrol mixture passes through the diffusers, and at the same time to direct the charge in the correct direction, once the blades are open.



The supply manifold, designed according to the X360 technique used in our competitions, is made up of a die-cast flange connected to a Viton union by tightening a profiled lip, which guarantees a perfect hermetic seal, and at the same time allows turn the filler in the direction desired by the user so as to perfectly orient the system according to the shape of the vehicle.


The sleeve has a mouth diameter of 30mm. The ideal combination is the Dell Orto PHBH 30 carburettor (not supplied).



Malossi decided to cut the past to create an iconic component for an equally iconic vehicle like the Vespa PX E 200! Taking advantage of all the technology and knowledge acquired along the roads and tracks around the world, Malossi has developed the new V-One and VR-One crankcases. The design, the study, the research and the production of these carters are the way in which Malossi intends to pay tribute to the fans of these vehicles. The two models give the possibility to tuners, restorers and, more generally, to all owners of a Vespa PX E 200 to indulge themselves and choose the modification path that best suits their needs:
The amateur, the restorer, the traveler and the simple Sunday tourist, looking for a component that can perfectly replace the original, which does not require any modification to the vehicle and offers the maximum possibilities of choice in terms of components, from that original to the main items on the market, will have the V-One SPORT crankcase available
The tuner looking for maximum performance, the best internal fluid dynamics and the greatest possibility of engine development can purchase the VR-One MHR crankcase.

Technical features
COMPLETELY MADE IN ITALY

The technical and technological advancement of Malossi the greatest strength of our products, the reason why we are convinced that we have made one of the best casings that have ever been produced.

Strengths

In every square millimeter of the crankcase an innovative thrust is perceptible that catches the eye of even the most inexperienced of preparers. The gravity shell casting, which differentiates these carters from the original models obtained, instead, with a die-casting process, combined with the use of modern shell molded cores, allows to obtain better internal shapes and made with the utmost precision. The gravity casting allowed us to strategically increase the sections in the most stressed areas and to subject the casings to a reclamation treatment after casting, thus obtaining a very high mechanical resistance. These products are made with a light aluminum alloy Al Si 7 Mg (EN AB and AC 42000) of the highest quality containing in the right quantities: Silicon, to increase mechanical resistance, Manganese, for better resilience and corrosion resistance, Copper and Magnesium, to improve machinability. The machining of the casings is carried out entirely in our workshop with the CAD / CAM process and carried out within high precision CNC machining centers. All the supporting and closing surfaces have been machined with diamond tools capable of guaranteeing very low surface roughness values ​​and practically perfect couplings.

Benefits

Both crankcases share a series of basic characteristics such as, for example, the front arm reinforced with tension relief ribs and sections with a calculated profile to allow the right flow and channeling of stresses and ensure better resistance.



In both models there are pins for the brake shoes, which are installed directly in the company with presses capable of applying the forces necessary to make the couplings required by our designers.


In addition to the brake blocks, the crankcases are supplied with the M7 studs necessary for mounting the gear selector.


Lastly, no version excludes the original electric starter, whose actuator can be mounted in the appropriate surface obtained in the volute.
Fluid dynamics has finally been implemented! Having equipped our series models with suitably profiled and sized bags for transferring to perfectly match our 68.5 cylinders, without excluding the possibility of mounting other thermal units and indeed offering an increase in performance even with the latter. , exempts the preparers from the obligation to work the crankcases to mount more performing cylinders. M8 studs for mounting cylinders are also included in the package!


Thanks to the listed interventions, the achievement of greater powers is no longer a problem. Even the usual problem of oil leaking from the crankcase has been solved thanks to:
Increase in the walls of the pump casing, which further contributes also to the mechanical resistance of the casing
Use of M8 captive screws to replace the original M7
Very high precision machining of the closing surfaces. We eliminated the crankcase gasket, which deteriorated and became the main cause of oil leaks. Now the crankcases are perfectly coupled and closed with gasket paste, resistant even to the highest operating temperatures!



We didn't want to stop here! After having assembled and disassembled original crankcases for years, working them and trying a thousand and a thousand solutions to offer constantly updated components, we directly clashed with inefficiencies and inconveniences that we analyzed to propose our solutions: this is the case of the clamping system of the crankcase, which in the original components is made with the classic screw-nut system, notoriously inconvenient and not very easy for the user. Such a precious vehicle deserves the best possible maintenance and this involves the need to assemble and disassemble the various components to replace them or even just to check their correct functioning, revising them when necessary. Anyone who has put their hand to the original carter without disconnecting the block from the vehicle, has certainly encountered the difficulty of manipulating the components making up the block due to the awkward and difficult to reach position of the nuts, which, once unscrewed, risk falling to the ground and to get lost who knows where. Our solution is as simple as it is sophisticated: eliminate the dice! By making the threads in the left crankcase (or transmission crankcase) and the seats on the right side (or ignition crankcase) we have eliminated the need for nuts to tighten the two components. To prevent the screw from undergoing accidental impacts or injuries during operation, with the risk of damaging the thread, where possible we have made seats on the right side that allow the screws to be completely recessed, thus placing them away from any danger.