MALOSSI V-ONE engine casings with valve admission for VESPA PX 80, 125 and 150 2T

Description MALOSSI :

The VR-One is for power purists, those who want to push their Vespa to the limit, but that's not all. It has the same in-hull mounting features as the V-One and the same cylinder housing possibilities thanks to the revised fluid dynamics of the crankshaft chamber, stud drilling and the same accessories that come with the V-One. (except for the mixer pin).
This housing has been designed to withstand higher powers and is therefore fitted with ball bearings on the flywheel side Ø25xØ62x12 and clutch side Ø25xØ62x12, eliminating the roller bearings and allowing greater suspension capacity of radial loads and increased resistance to loads axial, not provided with the original roller bearings. Also supplied are suitable oil seals.

The greater resistance to stress due to the crankshaft mechanism makes the crankcase ideal for assembly with our single-sided MHR cylinders, art. 3117163 (race 57), but especially with the kit 3117361 (race 60). The natural combination for this setup is with the Malossi full shoulder crankshaft, 60 stroke, supplied with the proper balancing and perfect for the lamellar valve feed intended for the new VR-One.

Valve box feed

This is where the major innovation and sporty orientation of the crankcase lies, now powered by a system FULLY SUPPLIED with the lamellar valve assembly which, also thanks to the new very high quality carbon fiber sipes, ensures an increase in power at all operating speeds and simultaneously allows higher speeds to be reached.

The assembly consists of a cast iron valve seat coupled to the crankcase plane with a seal guaranteed by a special gasket, and an entirely new lamellar valve fitted with a multi-profile diffuser, specially designed with fluid dynamic simulation programs a particular conformation of the side walls capable both of eliminating part of the turbulence that normally occurs when the gasoline-air mixture passes through the diffusers, and at the same time of directing the charge in common sense, once the slats are open.

The intake manifold, designed according to the X360 technique used in our competitions, consists of a die-cast flange connected to a Viton connection by the tightening of a profiled lip, which guarantees a perfect seal while allowing turn the connection in the direction desired by the user in order to direct the system perfectly according to the shape of the vehicle. The sleeve has an inlet diameter of 30mm. The ideal combination is the Dell'Orto PHBH 30 carburetor (not supplied).

Malossi decided it was time to turn the page to create an iconic component for such an iconic vehicle as the Vespa PX 80/125/150! Using all the technology and knowledge acquired on roads and tracks around the world, Malossi has developed the new V-One and VR-One crankcases. The design, study, research and production of these crankcases are the means by which Malossi intends to pay tribute to the fans of these vehicles. Both models offer preparers, repairers and, more generally, all owners of a Vespa PX 80/125/150 to give free rein to their imagination and choose the modifications best suited to their requirements:
The enthusiast, the repairer, the traveler looking for a part that can perfectly replace the original one, requiring no modification of the vehicle and offering a maximum choice of original parts among the main items on the market, will have at their disposal layout of the V-One SPORT crankcase
The preparer, looking for maximum performance, the best internal fluid dynamics and a greater possibility of engine development can purchase the VR-One MHR crankcase

TECHNICAL CHARACTERISTICS
Entirely made in ITALY

The technical and technological progress of Malossi is the greatest strength of our products, which is why we are convinced that we have manufactured one of the best crankcases ever produced.

Strength points

On every square millimeter of the engine crankcase is perceptible the innovation that jumps to the eyes of the most inexperienced preparers. Gravity die-casting, which differentiates these crankcases from the original models obtained, on the other hand, by a die-casting process combined with the use of modern cores in the shell-casting, results in better internal shapes and extreme precision.
Gravity casting allowed us to strategically increase the sections in the most stressed areas and to subject the crankcases to an improvement treatment after casting, thus obtaining a very high mechanical resistance. These products are made from a very high quality Al Si 7 Mg light aluminum alloy (EN AB and AC 42000) containing the exact amounts of: Silicon, to increase mechanical resistance, Manganese, for better resilience and corrosion resistance, Copper and Magnesium, to improve machining qualities.

The machining of the engine housings is entirely carried out in our workshop with the CAD / CAM process and in high precision CNC machining centers. All support and closure surfaces have been machined with diamond tools capable of ensuring very low surface roughness values and virtually perfect joints.

Benefits

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

In both models there are pins for the brake shoes, which are installed directly at the factory by presses capable of applying the forces necessary to achieve the assemblies requested by our designers. In addition to the brake shoes, the engine housings are supplied with M7 studs required for mounting the gear selector. Finally, no version excludes the original electric starter, the control of which can be mounted in the appropriate plane formed in the cooling volute. The assembly of the crankcase on the vehicle does not require the purchase of any additional components, indeed, the two versions are equipped at the same time with a Silentblock at the front with the arm fixing to the hull, that with a anti-vibration rear attachment to the shock absorber. Fluid dynamics have finally been implemented! After having fitted our standard models with well-profiled ducts and good dimensions for a perfect assembly to our Ø63 cylinders, without excluding the possibility of installing other thermal groups and even by increasing the performance with these, relieves the preparers of the 'obligation to work on engine cases to assemble more efficient cylinders. M7 studs for cylinder mounting are also included in the box! Thanks to the interventions listed, obtaining higher powers is no longer a problem. Even the usual inconvenience of crankcase oil leaks has been solved with:

Increase in the walls of the pump housing, which also contributes to the mechanical strength of the housing
Using M8 studs instead of the old M7s
Extremely precise treatment of the closing surfaces. We removed the crankcase gasket, which was deteriorating and was the main culprit in the oil leaks. Now the housings are perfectly matched and sealed with gasket paste, resistant even to the highest operating temperatures!

We didn't want to stop there! After years of assembling and dismantling original housings, modifying them and trying thousands of solutions to offer constantly updated parts, we encountered inefficiencies and drawbacks which we analyzed to propose our solutions: this is the case with the casing tightening system, which in the original parts is manufactured with the classic screw-nut system, notoriously impractical and not very easy for the user.
Such a valuable vehicle deserves the best possible maintenance, which implies the need to assemble and disassemble the various components to replace them or even to verify the correct functioning, by an overhaul if necessary. Anyone who got their hands on the original crankcases without disassembling the block from the vehicle has certainly encountered the difficulty of handling the parts that make up the block because of the uncomfortable and inaccessible position of the nuts, which, when unscrewed, risk falling to the ground and getting lost. Our solution is as simple as it is sophisticated: eliminate the nuts!
By making the threads in the left case (or transmission case) and the seats in the right side (or starter case), we have eliminated the need for nuts to tighten the two parts. To prevent the screw from accidentally being impacted or damaged during operation, with the risk of damaging the thread, we have, as far as possible, placed the right side of the seats in such a way as to allow complete removal of the seats. screws and keep them away from any danger.

Mounts on :

VESPA PX 125 2T euro 0-1
VESPA PX 125 2T euro 2 (VLX2M)
VESPA PX 125 2T euro 3
VESPA PX 150 2T euro 0-1
VESPA PX 150 2T euro 2 (VLX2M)
VESPA PX 150 2T euro 3
VESPA PX 80 2T