Engine casing -QUATTRINI C1-Vespa V50, V90, SS50, SS90, V50 SR, PV125, ET3, PK50 S/XL, PK50 S/XL, PK80 S/XL, PK125 S/XL, PK125 ETS

Preview: Engine casing -QUATTRINI C1-Vespa V50, V90, SS50, SS90, V50 SR, PV125, ET3, PK50 S/XL, PK50 S/XL, PK80 S/XL, PK125 S/XL, PK125 ETS

Description

QUATTRINI C1 engine case for Vespa Smallframe V50, 50N, PV, ET3, PK S, PK XL
Engine case for use with a dedicated crankshaft type.
Intended for use with Quattrini cylinders (e.g. M1B 60 GTR / M1L 60 GTR). However, can also be used with all other common Vespa Smallframe tuning cylinders from 125cc upwards (Polini, Malossi, Parmakit, Pinasco).

MASSIVE CURB SHAFT
Quattrini makes no compromises and has completely eliminated one of the weak points of the Smallframe engines, the too narrow crankshaft. The C1 engine case is made for crankshafts with 48mm overall width, perfectly designed for the 47mm cheek width of the QUATTRINI solid cheek shaft with 51 or 53mm stroke.

SEALING SURFACE & PLUELENGTH
As a special feature, the cylinder sealing surface has a larger distance to the axis center of the crankshaft bearing. This means that more material is available in the area of the overflow and the housing is not weakened by subsequent spindling (e.g. for foreign cylinders) in the area of the cylinder base mounting. As compensation the Quattrini crankshafts for this case have a connecting rod with 102mm length (instead of 97mm as std.). Thus the Quattrini own cylinders fit without any fitting on the housing. If you want to use another cylinder (e.g. Falc, W-Force) that is designed for use with a 105mm connecting rod (on a standard engine case), either a crankshaft with a 110mm long connecting rod is needed or the case has to be planned by the desired amount.

CURB HOUSING & CONROLLING ROD DIAGRAM
The inner diameter of the crankcase on both sides is Ø84.5mm. A groove for the connecting rod eye is excluded in the centre, giving the housing a diameter of Ø87mm in this area. For crankshafts with a stroke of more than 53mm, the housing must be spindled out. Up to a stroke of 58mm nothing has to be changed, from 60mm stroke material should be applied in the area of the auxiliary shaft by welding. The cylinder base can be used with all cylinders with original cylinder base diameter. The mounting for the cylinder base is spindled on a depth of 17,5mm on the diameter of 64,8mm. So the big and powerful Smallframe cylinders fit directly Plug & Play.

CURB SHAFT BEARINGS & SHAFT SEAL RINGS
As crankshaft bearings we use 6304TN9C4 (52x20x15mm) on both sides (it would also be conceivable to mount an NU205 on the alternator side, but we advise against this due to the inertia of the bearing caused by the large rolling elements for sporty ambitious use). The crankshaft housing is sealed on the alternator and primary side (!) with externally accessible oil seals (dimensions 20x35x7).

NO ROTARY SLIDE INLET
As delivered, the case is designed for direct intake cylinders (diaphragm inlet directly at the cylinder). A diaphragm box is cast directly into the crankcase for an alternative diaphragm inlet. However, the connection to the crankcase must be milled out by the customer if necessary.
SCREWS INSTEAD OF HOUSING BOLTS
The two halves of the housing are connected with two centering pins and screws in M6, thus eliminating the need to handle separate nuts. Due to the cast-on diaphragm case and the missing centering on the crankcase, the paper case gasket is also omitted. As usual today, the engine is simply put together with sealing compound. We recommend from experience Dirko HT or surface sealant from Loctite (574 or similar).

WIDE TIRES POSSIBLE
In the area of the swing arm the engine housing is set off in such a way that tires in the dimension 3.50x10 can be mounted without problems. In order to compensate for the weakening of the crossmember due to the step, it was reinforced from the inside with 4 massive ribs.

CIRCUITRY
In the area of the gearshift Quattrini remains with the old proven 2-pull mechanics.

IGNITION&AIR DUCT
Depending on which ignition is used on the engine, a hole must be made in the alternator housing for the cable outlet. The air duct has already been modified for the use of race exhaust systems.

WATER COOLING OPTIONAL
Another feature is the mounting for a water pump to mount water cooled cylinders. If you use the classic forced air cooling, an aluminium plug is also included to close the bore of the pump.

CONCLUSION
Ambitious tuners can't get around the Quattrini C1 case. Ultra solid and ultra broadband usable. Thus, also for touring riders the first choice when durability is at the top of the specification.

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OEM numbers (for comparison purposes only)
Piaggio	E.1712, E1712

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