Conversion from mono to vario

The tiresome topic: Conversion from mono to vario.

What do I need to convert my mono moped to a variomatic?

First of all, we need the gearbox housing.

Some gearbox housings for mono can be converted to a vario gearbox by fitting the gearbox cover.

to a Vario gearbox. Unfortunately, these covers are no longer available from Piaggio and, if they are, can only be bought second-hand.

For this reason, we use the Pinasco gearbox housing - store

Then we need a suitable gearbox.

It depends on what you want. Originally, gearboxes between 11.52:1 and 14.81:1 were used in the

mopeds/mopeds (there are a few exceptions where the ratio is different).

For our application (light tuning with 63 Athena, Malossi cylinder head, racing shaft, machined engine housing, Proma CityPower exhaust and 13/13 carburetor) we use the Pinasco 10.4:1 gearbox. store

Something synthetic should be used as gear oil. Motul is recommended here - Shop

Then we need a "torque converter", unfortunately these are no longer available from Piaggio and no longer in all sizes.

On the Ciao and occasionally also on the Boxer, converters with a 90mm pulley diameter were installed.

These variants are now only available second-hand and are usually in poor condition.

So we have to help ourselves in the accessories area and either use the 100mm converter from the Bravo

(later model years of the Ciao and mostly from Holland also had this 100mm converter installed) - store

Or you can use the Malossi 100mm converter - Shop Store

100mm converter in the Ciao means adapting the framebut this can easily be done with pliers and a cloth to protect against scratches. Vehicles of the last years of construction already have a recess at the rear of the frame.

For the Malossi torque converter we still need the clutch bell BGM 7250 - Shop

And suitable starter linings.

Unfortunately, the pads available on the market do not always have the right shape and should be reworked. This can be done quickly with some sandpaper or a file.

In this case, we have used the OEM starter shoes - store

As we are converting a Mono Ciao, we don't have any old parts that we can remove, so we still need the locking plate - Shop

And the matching circlip - Shop Store

Then it's the turn of the V-belt.

Mono vehicles have an approx. 9.5mm wide drive belt and Vario vehicles have an approx. 12.5mm wide belt fitted ex works.

Over the years and further development by many ambitious mechanics and small tuning companies, it has become clear that it is better to use a 13 mm wide belt.

There are various reasons for this. Firstly, the tolerances of the pulleys (they don't always have the right angle) and the width of the Vario. (Malossi has the widest spacing)

For our conversion we use the MC Proparts belt - store

The variator used here is the Polini - Shop Store

The variator nut -store is used so that we can utilize the largest possible thread portion of the crankshaft.

The first major challenge is the choice of counter-pressure spring in the torque converter.

There is actually a rule of thumb: As tight as necessary, as light as possible.

The following statements are always circulating on the net and forums (Yellow Malossi and 6.5gr runs great).

We always recommend our customers to start with the soft Polini spring- store

Even with the Malossi MHR converter.

The Polini spring is already approx. 15% harder than the standard spring.

As a final step, we need a suitable side cover.

Side covers for variator are only available as accessories from Ciao - Shop store

Boxer, Bravo and Si unfortunately have to use used originals, but these are still relatively easy to find on the second-hand market.

Would you like to see an overview of all parts? Have a look at this link

Conclusion:

Do I need a Ciao, Bravo, Si or Boxer with variator?

Each of you can and must know for yourself whether the time and financial outlay is justified for the subsequent result.

The advantage of the variator is that it provides you with a continuously variable automatic transmission. Short gearing when starting off, long gearing at speed. This principle is still used today in every automatic scooter.
This offers many advantages in mountainous terrain or for frequent starts in the city.

A correctly tuned variator with the appropriate engine setup allows you
to accelerate as if you were being pulled forward by a rubber band.

Of course, such a conversion also has disadvantages. The variator has many factors that influence the way it works.

These are the weights in the variator at the front, the counter-pressure spring in the converter at the rear and the
strength/hardness of the clutch springs. If one thing doesn't match, the moped behaves strangely when riding.
It's quite time-consuming to tune the variator perfectly to your vehicle, and it often requires disassembly, conversion and testing at the beginning.
When everything is done, you just have a big grin under your helmet and are rewarded
for many hours of screwing and swearing.