Benelli gearbox Vespa

New Vespa tuning gearbox - Benelli gearbox Vespa

New Benelli gearbox Vespa? Well, to be honest, Benelli gearboxes are not that new: STEFANO BENELLI has been infected with the Vespa virus since the 80s. In the motherland of the Vespa, there has always been Vespa tuning and motorsport such as acceleration races, circuit races and Vespa Cross. As a passionate tuner, Stefano is active in the Vespa racing scene. The history of tuning options for the Vespa drive in Germany is quite clear. At first there were usually primary gear ratios that were far too long from the top dogs such as DR, Polini, Malossi and Pinasco. Then there was the "short 4th gear" from a Vespa T5 for the PX 200, and often the scooter was also given a matching mudguard. The four-disc clutches, usually with springs that were far too hard and pressure plates with ball bearings, were soon replaced by the "Cosa clutch", which has been further developed by bgm to this day as the Superstrong clutch is THE Vespa clutch for many people. Somewhere in between there was a Vespa PX 5-speed gearbox, which unfortunately was not very durable. At that time, people in Italy were already riding the high-end Vespa tuning gearboxes from Benelli. Well-known tuning companies such as ZIRRI or BFA/BFG had their gearboxes manufactured by Benelli. In Germany, Vespa Benelli gear boxes are largely unknown and difficult to obtain. This is now changing: Scooter Center has added Stefano Benelli's Vespa gearboxes to its range.

Why a Benelli

Vespa

gearbox

? Building a powerful Vespa engine is no longer a problem thanks to the range of components available today. True displacement giants such as the M244 and M200 from Quattrini, or the Malossi MHR 221, often deliver over 30 Nm of torque to the rear wheel. Thanks to the high torque, quite long primary gear ratios are possible, which, in combination with a well-stepped gearbox, result in a very flexible engine. Suitable gearboxes from Stefano Benelli come from the vicinity of Parma/Italy and are perfectly suited to performance-enhanced engines, both in terms of workmanship and the range of gear ratios. Benelli gearboxes for Vespa have proven themselves through

• top workmanship
• range of gear ratios,
• reliability and
• precise manufacturing

in the Italian racing series and still shine like new even after a tough 24-hour race.

Benelli gearbox parts for Vespa Largeframe

Benelli offers reinforced auxiliary shafts for sporty engines in the largeframe range. The "Drag Cluster" series is manufactured with a continuous toothing on the third and fourth gear and is supplied with a separate gear wheel for the fourth gear. This type of production means that an extremely resistant tooth module can be selected, making Benelli auxiliary shafts the first choice for highly stressed engines. The short and crisply stepped secondary shafts are best combined with a longer primary. The primary reduction ratios from bgm offer the advantage that the module can be selected to be very stable, as is the case with Benelli gearboxes.

Touring gearboxes are also available

Benelli gearboxes Vespa for the largeframe and smallframe engines, Benelli also offers touring versions of the auxiliary shafts. Here, know-how is combined with excellent workmanship and choice of materials. These countershafts can be ridden with the original gear ratios and optionally shorten the jump from gear III to gear IV or the step between gears II, III and IV. In order to find the right gearbox, or rather the right gear ratio, it makes sense to use the performance of an original engine in the LF range of the PX200 as a guide. At a speed of approx. 100 km/h, the engine of a PX200 turns at around 6000 rpm and delivers approx. 10 hp at the wheel. If the fourth gear is now shortened in order to shorten the jump from gear III to gear IV, only a lower speed is achieved at the same engine speed in gear IV. To increase the speed again at the same engine speed, it is therefore advisable to lengthen the primary reduction again. Ultimately, this means that the engine reaches a speed of 100 km/h again at approx. 6000 rpm, with the advantage that the jump from third to fourth gear is significantly shorter and the engine accelerates better in fourth gear. Another pleasant effect is that the longer primary drive means that gears I and II are no longer as aggressive with a more powerful engine and first and second gear can be used more flexibly and controllably. Here is a graphical comparison - PX200 original to Benelli auxiliary shaft short third + short fourth gear with a bgm primary. The gears on the main shaft are identical with 57-42-38 and 35 teeth. Following the example above, the following combinations of secondary shafts and primary gear ratios are suitable: Auxiliary shaft -BENELLI- Vespa PX 12-13-16-19 - short third gear, extra short fourth gear:
Primary kit -BGM PRO, type Cosa2/FL Primary wheel BGM Pro 62Z Vespa PX Z24/62 (2.58)
Auxiliary shaft -BENELLI- Vespa PX 12-13-17-20 - short fourth gear :
Primary kit -BGM PRO, type Cosa2/FL Primary wheel BGM Pro 63Z Vespa PX Z23/63 (2,74)

Benelli gearbox parts for Vespa Smallframe

The same applies to Benelli gearboxes for the Vespa Smallframe. Benelli offers various auxiliary shafts for touring and complete gearboxes for racing use. For the grand tour, the auxiliary shafts are available with a short fourth gear and a short third, short fourth gear. The performance of an original Primavera 125 serves as an example here. As in our example with the PX200, the excessively long jump from third to fourth gear is also shortened here and the top speed to be achieved is adjusted again with a suitable primary. Here, then, with the original primary 24-61 of the Primavera and a bgm primary 27-65 and the auxiliary shaft with the short fourth gear. You can clearly see that gears 1, 2 and 3 are slightly longer and the jump from gear 3 to gear 4 is slightly shorter. This means that the engine has the chance to pick up speed when shifting gears if there is enough power available to continue accelerating quickly immediately after the shift.


Stefano Benelli also offers an extensive selection of components for the racetrack or sporty riding style. Starting with primary gears to modify existing, straight-toothed 3.00 and 2.56 primary drives, to our own primary drives including a reinforced repair kit, through to complete gearbox solutions. The reinforced main shaft deserves special mention. The choice of material and the tempering process result in an extremely resilient component. In contrast to other Italian manufacturers, Benelli's drive shaft still has the usual taper in the shaft. This means that even sophisticated solutions in the clutch area have sufficient clearance from the main shaft. With other manufacturers, the main shafts are usually unnecessarily thick, so that a Hartz4 clutch can touch the main shaft in extreme cases.

Benelli gearbox Vespa Set Vespa Smallframe

The top solution is certainly the GPR or BULL gearbox. The GPR Benelli Vespa gearbox is supplied without a mainshaft and can be combined with a Piaggio mainshaft. Together with the main shaft, the gearbox is then called "BULL". The gradation of the gears remains identical with 12/58, 13/42, 15/38, 17/37 teeth. Depending on the performance of the engine, the gearbox can be combined with a 2.60 BGM primary or a 2.56 standard primary.

Comparison with the original gearbox

	1st gear	2nd gear	3rd gear	4th gear
Original PV125/ET3/PK	10/58	14/54	18/50	22/46
BENELLI GPR / BULL	12/58	13/42	15/38	17/37

Gearbox -BENELLI Type GPR- Vespa V50, V90, 50N, PV125, ET3, SS50, SS90, PK S, PK XL1, PK XL2, ETS - (12/58, 13/42, 15/38, 17/37 teeth)

Part no. BE10000GPR

BENELLI Gearbox Vespa GPR The GPR version offered here is a special, close-ratio racing gearbox designed for maximum propulsion on the race track. The first three gears are longer than standard, the fourth gear is significantly shorter. The gear steps between the gears are shortened from second gear onwards. This results in a sporty, close-ratio gearbox that is only slightly shorter than a standard gearbox (approx. 5 km/h at 9000 rpm in fourth gear). The significantly more stable gearwheels, including the auxiliary shaft, are therefore ideal for use in racing or for sporty drivers whose engine benefits from a close-ratio gearbox. (12/58, 13/42, 15/38, 17/37 teeth) The Benelli GPR gearbox forms a single unit and cannot be combined with gearwheels from other manufacturers. It has a special kickstarter pinion which is supplied.