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- Drive shaft -MALOSSI- Vespa PX (1984-), Cosa (VNR1T, VNR2T, VSR1T), T5
The main shaft / drive shaft from Malossi has a reinforced as well as profiled cross-section. The shaft can thus withstand the possible high engine torques of modern engine concepts much better than the thinner series shafts.
GEAR TYPE PX LUSSO/EFL
The main shaft corresponds to the type Vespa PX Lusso, as it was used from 1984.
These are recognizable by the fact that they use a flat shifting cross as well as on both sides of the gear package a sea ring.
The so-called Lusso gearbox type is considered the most stable within the Vespa series and was used unchanged until the end of production of the PX series.
It is therefore used very often for powerful engines, because the main shaft has additional detent points for the shifting cross which counteract a gear jump.
CONVERSION OF OLD ENGINES TO LUSSO MAIN SHAFT
The main shaft type shown here can also be used in the earlier engines (with only one circlip and cranked shift cross type). These are e.g. the engines of the PX models before year of construction 1984, the Rally 180/200 models as well as vehicles with the so-called late Sprint engine. This was used in the models GT/GTR125 (VNL2T), 125 TS (VNL3T), 125/150 Super (VNC1T/VBC1T). The existing gears of the old gearbox type can be reused, as well as the shifting cross, the shifting pin and the shifting detent.
CONVERSION OF OLD ENGINES TO LUSSO MA IN SHAFTAND LUSSO GANGWHEELS
If the more stable LUSSO/EFL gearwheels are to be used together with this main shaft in the old engines, the entire Lusso gear technology (shift cross, shift bolt, shift detent) must also be used at the same time. Otherwise the distances are no longer correct.
NOTE: The old Sprint gearboxes (as they were also used in the PX models up to approx. 1981 (recognizable by the contact ignition) have a different number of teeth than the Lusso gearboxes and therefore also a different auxiliary shaft. The Lusso gears can therefore not be combined with the old countershaft/side shaft of the Sprint engines. A conversion to a PX auxiliary shaft in old engine cases is possible but associated with further work (set bushings, etc.).
