MALOSSI Complete engine crankcase 1147900

Compatible brands and models

VESPA PX E 200 2T

DESCRIPTION

REED VALVE VR-One

The VR-One is for power purists, for those looking to push their Vespa to the limit, but not only that. It features the same assembly characteristics in the body as the V-One and the same cylinder housing possibilities thanks to the revised fluid dynamics of the crankcase, the bolt drilling, and the same accessories supplied with the V-One (except for the mixer pin).
This crankcase has been designed to withstand higher power outputs and is therefore supplied with main ball bearings on the flywheel side Ø25xØ52x15 and on the transmission side Ø25xØ62x12, which eliminate the roller bearings and offer greater radial load tolerance capacity and additional resistance to axial loads, not provided for with the original roller bearings. Dedicated seals are also supplied.
The increased tensile strength due to the crankshaft transmission makes the crankcase perfect for assembly with our cylinders but above all with the MHR single-ring kit 3118599 (60 stroke). The natural combination for this configuration is with the Malossi full-circle crankshaft, 60 stroke, item 5316176, supplied with correct balancing and perfect for the reed valve intake provided for the new VR-One.

Reed valve intake

Here lies the greatest innovation and the sporty orientation of the crankcase, now powered by a system that is SUPPLIED COMPLETELY with the reed valve assembly which, thanks also to the new high-quality carbon fiber reeds, guarantees an increase in power at all operating speeds and allows reaching higher speeds simultaneously.
The assembly consists of a die-cast valve seat, coupled to the crankcase plane with a seal guaranteed by a dedicated gasket, and a completely new reed valve equipped with a multi-profile diffuser, specially designed with fluid dynamics simulation programs. The assembly also includes a particular configuration of the side walls that are capable of eliminating part of the turbulence, which normally occurs when the gasoline-air mixture passes through the diffusers, and at the same time directs the charge in the correct direction, once the reeds have opened.

The supply manifold, designed according to the X360 technology used in our competitions, consists of a die-cast flange connected to a Viton coupling through the tightening of a profiled lip, which guarantees a perfect airtight seal, and at the same time rotates the coupling in the direction desired by the user, thus positioning the system perfectly according to the shape of the vehicle.

The tube has an inlet diameter of 30mm. The ideal combination is the Dell’Orto PHBH 30 carburetor (not supplied).

Malossi decided it was time to break with the past to create an iconic component for an equally iconic vehicle like the Vespa PX200E. Leveraging all the technology and knowledge acquired along the roads and tracks around the world, Malossi has developed the new V-One and VR-One crankcases. The design, study, research and production of these crankcases are the ways in which Malossi seeks to pay homage to the fans of these vehicles. The two models allow mechanics, restorers and, in general, all owners of a Vespa PX200E to choose the modification route that best suits their needs:

The enthusiast, restorer and traveler are looking for a component that can perfectly replace the original, that does not require any modification to the vehicle and that offers the maximum choice in terms of components. The V-One SPORT crankcase will be compatible with both traditional components and the main items currently on the market.
The mechanic in search of maximum performance, the best internal fluid dynamics and the greatest possibility of engine development will be able to purchase the VR-One MHR crankcase.

Technical characteristics

The technical and technological advancement of Malossi is the greatest strength of our products, which is why we are convinced that we have created one of the best crankcases that have ever been produced.

Strengths

An innovative twist is evident in every square millimeter of the crankcase, which is clearly obvious even to the least expert mechanics. The permanent gravity casting, which differentiates these crankcases from the original models, obtained instead with a die-casting process, combined with the use of modern shell molding cores, results in an improvement of the internal shape, created with maximum precision.
Using gravity casting we were able to strategically increase the sections in the most stressed areas and subject the crankcases to an improvement treatment after casting, thus obtaining extremely high mechanical resistance. These products are made of a high-quality Al Si 7 Mg aluminum alloy (EN AB and AC 42000) containing in the appropriate quantities: Silicon, to increase mechanical resistance, Manganese, to improve resilience and corrosion resistance, and also Copper and Magnesium, to improve overall workability.
The processing of the crankcases is carried out entirely in our workshop using CAD/CAM processes and takes place within high-precision CNC machining centers. All support and sealing surfaces have been worked with diamond tools that are capable of guaranteeing very low surface roughness values and practically perfect couplings.

Advantages

Both crankcases share a series of basic features, such as, for example, the front arm reinforced with stress relief ribs and sections with calculated profile to allow the correct flow and channeling of stresses and ensure a higher level of resistance.

Both models include rods for the brake shoes, which are installed directly at the company with presses capable of applying the forces necessary to create the couplings required by our designers.

In addition to the brake blocks, the crankcases are supplied with the M7 bolts necessary for mounting the gear selector.

Finally, all versions include the original electric starter, whose actuator can be mounted on the relevant plane formed on the volute.

The assembly of the crankcase on the vehicle does not require the purchase of any additional components, in fact, both versions are equipped with both front Silent Block on the connection arm with the body and a rear anti-vibration device connected to the shock absorber.

Fluid dynamics has finally been implemented! As our standard models are equipped with transfer ports properly profiled and sized for a perfect coupling to our Ø68.5 cylinders, without excluding the possibility of mounting other thermal groups and even also offering an increase in performance with the latter, mechanics are consequently not forced to work the crankcases to assemble higher performance cylinders. M8 studs for cylinder mounting are also included in the package!

Thanks to the aforementioned interventions, achieving higher powers is no longer a problem. Even the usual problem of oil leakage from the crankcase has been solved through:

Increase of the pump crankcase walls, which also contributes to the mechanical resistance of the crankcase.
Use M8 bolts instead of the originals M7.
Extremely precise processing of the sealing surfaces. We eliminated the crankcase gasket, which deteriorated and became the main cause of oil leakage. Now the crankcases are perfectly matched and sealed using gasket paste, resistant even to the highest operating temperatures.

But we didn't stop there! After years of assembling and disassembling original crankcases, working on them and testing thousands and thousands of solutions with the goal of proposing constantly updated components, we found firsthand inefficiencies and problems that we analyzed to then propose our solutions: this is the case of the crankcase fastening system which in the original components is created with the classic screw-nut system, notoriously uncomfortable and impractical.
Such a precious vehicle deserves the best possible maintenance and this implies the need to assemble and disassemble the various components to replace them or even just to check for correct operation, servicing them when necessary. Anyone who has had to deal with the original crankcases without disconnecting the block from the vehicle will have undoubtedly encountered difficulties in handling the components that make up the block given the uncomfortable and unreachable position of the nuts that, once unscrewed, tend to fall to the ground and get lost somewhere. Our solution is as simple as it is sophisticated: do away with the nuts!
By creating threads in the left crankcase (or transmission crankcase) and seats on the right side (or ignition crankcase), we eliminate the need to have nuts to tighten the two components. To prevent the screw from being accidentally hit, as well as to avoid damage during operation, with the risk of damaging the thread, where possible we have created seats on the right side that allow the complete embedding of the screws, thus positioning them away from any danger.

Products reserved exclusively for racing in places specifically designed according to the provisions of the competent sporting authorities. We decline all responsibility for improper use.