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- Convert Vespa PX80 to 125cc - with TÜV - all info and parts here
Vehicle prices for Vespa PX models have been rising for years. The cheapest models here are still the Vespa PX 80 / PX80 Lusso. The 80cc Vespas have the least power and are classified as the most expensive by the insurance companies. When converted to 135cc or 139cc, the scooter can no longer be ridden with a 125cc license. Here we show you how to easily convert a PX80 to a PX125 without having to work on the crankshaft or gearbox:
Cylinder - SCOOTER CENTER Conversion cylinder Vespa PX80 to 125 cc - Vespa PX80 / PX80 Elestart
TÜV registration possible! TIP: Suitable for Elestart engines without modifications!
We offer you a complete cylinder kit to bring any PX80 plug-and-play to 125cc displacement. If the kit is registered with the TÜV for individual approval, you can benefit from the significantly lower insurance rates for 125cc models. All you have to do is change the cylinder, piston and head; the trunk engine remains unopened!
The original 80cc engine produces approx. 5 hp at the rear wheel. With our conversion cylinder, the power is increased by a whopping 60% to a remarkable 8 hp, with extreme reliability. This puts the cylinder's performance in the range of a 135 DR. In this diagram you can see the direct comparison between a 135 DR tuning cylinder (blue curve) and the SCK 125cc conversion cylinder (red curve). In conjunction with an extended gear ratio (possible by simply changing the clutch pinion to 22 teeth), the top speed is also significantly increased. The significantly wider torque curve means that the gears no longer have to be accelerated all the way through, which reduces fuel consumption.
No, with the conversion kit you are on the safe side - the Vespa PX80 has the identical brake and chassis components as a Vespa PX125 and even Vespa PX200, which is/was available from the factory with 12 hp.
The durability is at least as good as the original cylinder: virtually indestructible. Two prototypes of the Scooter Center conversion cylinder were on the road for several thousand kilometers in 2011 without any problems or breakdowns. Drivers are simply delighted with the performance and low fuel consumption.
5-star rating from Bernd:
"Installation was easy, took just 1 hour, has been running for approx. 300 km without any problems with a 105 HD, now rides in 3rd gear at half throttle where I used to have to use 2nd gear at full throttle, fuel consumption has dropped by approx. 20%, this cylinder set was the best investment in my Vespe so far"
Optional:
Unfortunately, it is currently not possible to deliver this cylinder with a TÜV certificate. The technical and formal hurdles for such a certificate are now so high that it is not economically feasible (the selling price of the cylinder would then be far too high).
The Vespa PX80 has the same brake and chassis components as a Vespa PX125 and even a Vespa PX200! It is therefore possible to obtain an official approval from Piaggio, which you can request ONLINE HERE. This is done on a chassis number-specific basis, so a mere copy is not sufficient. The TÜV will then have the working document in black and white that the PX80 also has the identical brake and chassis components as a PX125 (or even PX200). Equipped with this, the engine converted with our cylinder can then be presented. The official Piaggio document usually opens doors for you.
"Stage 1"
If you want to elicit more power from the cylinder, you can turn the cylinder by approx. 1 mm at the head sealing surface. The squeeze dimension (distance between piston and cylinder head) should then be approx. 1.1 mm at the narrowest point. To do this, simply push 2 mm of solder through the spark plug hole into the edge area of the combustion chamber and turn the crankshaft.
"Stage 2"
If you want significantly more power and torque, you can easily achieve this with the original cylinder head of the PX80. Due to the smaller combustion chamber, the compression increases again significantly and the power/torque increases by at least 1 hp/1 Nm. However, the distance between the cylinder head and piston should also be checked here (at least 0.8 mm) in order to avoid mechanical damage. The sealing surface of the cylinder head protrudes into the combustion chamber of the cylinder. This is merely an optical shortcoming, technically this solution is completely unproblematic.
"Stage 3"
The exhaust window can also be widened by 1 mm on each side. With these measures, the cylinder already scratches the 10 hp mark. With a lighter fan wheel, we have already achieved over 11 hp and 13 Nm (see second diagram). The handling is thus very similar to an original Vespa T5. Of course, individual adjustments to the jetting and ignition settings are then mandatory.
