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- EICMA 2025 in Milan: Product highlights for Vespa
With tons of anticipation, the SC crew flew to Milan for you – and between first-rate Italian espresso, plenty of sunshine and great vibes – went hunting for the finest new parts in the classic Vespa universe.
First things first: every year we are blown away by the sheer scale and variety of innovation in this scene. To us, it mirrors a vibrant, passionate community around Piaggio’s old manual-shift scooters. The heart and soul poured into so many projects is moving time and again – especially with smaller manufacturers, it really makes our hearts sing.
Polini keeps pushing new products for the geared-scooter scene. Alongside the HT (High-Torque) clutch system presented in 2024 for Largeframe engines, HT (High-Torque) clutch system, Polini brought a real surprise to the show this year.
A new PX125 and PX200 engine case with reed-valve induction, suitable for the original SI carburetor or, optionally, with a large intake system for maximum power output.
The new case is reed-only. With different reed assemblies, the same engine case can be set up either for the conventional SI20/SI24 carb with carb box or for a large 30–34 mm carburetor.
For the SI24 version – similar to Pinasco’s Smart case – Polini uses a very flat, horizontal, but small two-petal reed. The advantage is the extremely low build height, enabling self-regulating reed control combined with the SI carb type. The inspiration here was LML’s popular 5-port 150 cc engine. This system is not superior to a well-executed rotary valve, of course, but it brings good everyday manners. Polini apparently also envisages retaining the oil pump as stock on Lusso models.
For larger carbs, a big inlet manifold with a conventional 6-petal reed is bolted on. We see this as the better choice for strong street engines. The crankcase itself is designed for standard crankshafts (no oversize for extra-wide crank webs). The intake window is not positioned as close to the cylinder base as on, for example, the VR-One case.
Also similar to the Pinasco case is the oil seal fitted from the clutch side. With this design, a failed seal can no longer fall into the crankcase. However, replacing the seal without splitting the cases raises practical questions (suitable puller for the crank bearing and a proper method to install a new bearing with the crank still in the cases). The large crank bearing is secured by supplied plates, fixed with studs/nuts.
Polini shows a new PX clutch cover. It is not CNC-machined from billet – like the bgm PRO clutch cover – but still brings several interesting features. It has an extended gearbox breather: in front of the breather screw sits an integrated pocket with a screw-on cap. Inside is a labyrinth seal designed to prevent highly flung gear oil from exiting. This should allow operation with double the oil quantity (500 ml). The bgm cover solves this in a different, smart way. Additionally, the cover supports wide-tyre setups thanks to a modified profile. Whether it is also suitable for oversize clutches such as the bgm Superstrong is something we could not (yet) confirm.
Malossi did not bring explicit show highlights but presented all its 2024 novelties:
Indirectly relevant for Vespa classic: the 2025 novelties – equipment for forks with left-hand brake components:
VMC from Veneto set off a real fireworks display of new parts at EICMA 2025:
Still in development (shown as a 3D-printed model at the show) is the new PX engine case with reed intake. VMC pursues an interesting approach by placing the intake closer to the cylinder and directing so-called Boyesen ports from the intake directly into the transfer passages. Both measures help the cylinder receive mixture ideally, while the crankshaft – even as a full-circle crank – is no longer an airflow obstacle. Another neat touch is the adequately large gearbox-oil fill opening now accessible from above; a dipstick is also planned. On the flywheel side, VMC uses a robust roller bearing with the dimensions known from T5/Rally200 (NU205).
The well-known Stelvio cylinder now gets a sibling configured as a direct-intake reed version. Advantage: the cylinder can be mounted plug-and-play on an original engine and immediately offers notable performance, because the original rotary-valve intake is deactivated. The mixture flows directly through the cylinder intake into the engine, hence less restricted than via the rotary valve across the crank. The new large Keihin PWK 28 carb faces rearwards with this system; a 180° curved intake tube routes the air back forwards to connect to the stock intake hose. According to VMC, output should be on a par with the 213 Ranger – we are excited to see it.
Here too VMC is working on a direct-intake version, slated for autumn 2026. The cylinder layout remains fundamentally the same but is complemented by a direct intake. No power figures yet; we assume it will at least match – if not exceed – a well-built rotary-valve setup.
VMC also cares about the smaller displacements. In addition to the well-known direct-intake RVA 110 cc cylinder, conventional cylinders with 85 cc (Ø 50 mm) and 115 cc (Ø 58 mm) for Smallframe engines will soon appear. They feature a modern port layout; channel geometry follows current standards and is expected to outperform the usual suspects in this segment. The cylinders come in both cast iron and aluminium with a hard-wearing Nikasil coating.
PX box exhaust: visually a bit polarizing, but with very interesting ideas. Header length can be varied on the changeable header using spacers, and the bracket shifts accordingly. This lets you move the nominal/power rpm toward lower ranges. The swap header (for PX125 or PX200) has O-rings on both ends. The mounting uses a silent-rubber bushing to avoid vibration and stress cracks. To influence volume and temperature, the outlet tube can be swapped for different versions. The wall to the silencing chamber is welded directly to the outer shell (no longer into the perforated sheet of the packing). VMC describes the character as “torquey”, with early, strong torque delivery.
The already known VMC Ergal clutch will also be available as a 5-plate version. Thanks to a cranked pressure plate (also for more stability), there is now room for five plates. This allows lower spring force for the same torque capacity.
First shown in 2024, the master cylinder for direct handlebar mounting is now production-ready. It installs easily in the pocket of the original brake lever and features a slightly downward-cranked lever for sporty riding.
Still in development but visible as well-advanced prototypes: a comfort seat in the style of a Vespa GTS seat with hydraulic damper to open/hold open.
Also still in development: a front brake-disc hub for Vespa PX that visually echoes the classic brake drum.
Also in development/testing: a Ciao “snail” exhaust and cylinders. We are curious!
To re-present their PHDG carb family, Dell’Orto displayed a beautiful Vespa SS90 by Fabbri Racing, show-stopping with a PHDG 24 mm carb mounted on the Fabbri 180 kit with the carb facing forward – exiting through the side panel. Whether the carb can truly feed such a powerful cylinder sufficiently we leave open, but the big bellmouth certainly looked the part.
The PHDG type – like a blend of the old PHBG and the Polini CP – is available, among other uses, as a direct replacement for the classic SHBC19 carb on Vespa 125 cc Smallframe models. In wonderfully classic fashion – with an intake screen instead of an air filter – it mounts directly to the original inlet stub without modifications. A Ø 21 mm version is also available as an SHBC replacement. With a conventional spigot connection (rubber sleeve), the PHDG comes in 18, 19, 21 and 24 mm sizes.
Pinasco never ceases to impress with lived passion for what they do. As a relatively small team they handle many projects and are active in racing as well. Several projects first shown in 2024 are now market-ready. An old classic now offered in another colorway is the banana exhaust – not only in the legendary white but now also in a glossy black variant. The trick: it is a ceramic coating that does not discolor.
More parts on display:
Our personal highlight: Andrea Pinasco himself was at the booth and gifted Ulf and Uwe a book of his life story with a personal signature. More on that later – grazie, Andrea!
A highlight for our colleague Frank was a chance encounter on the sidelines: King of the Mountain John McGuinness, 23-time TT (Isle of Man) winner, happened to be standing nearby, and Frank seized the moment for a quick snap. Not that he needs it, but if even a little of John’s talent has now flowed into Frank’s throttle hand, many will have to watch out.
