CLUSTER THIRD AND FOURTH SHORT
z10-14-17-20
Compatible with:
z58-54-50-46 = Orig.

Integral detail. The gears are not interference-fitted onto the central body
Compatible with Vespa/Ape50 Piaggio and aftermarket engine casings.

The smaller gap in the third and fourth gear shift allows the engine
to stay in torque, reaching maximum speed in less time.

Supplied with M10x1 nut and reinforced washer.

The engagement slots have been revised to make shifting quick and precise.

Additional oil passages can be seen on the internal diameter for
oil flow, chamfers for the insertion of the cruciform, and
a reference notch (wheel side) for correct gearbox assembly.

It is recommended to maintain a maximum play (during assembly) of 0.10mm on the crown gear set, shims, and circlips.

CLUSTER FOURTH SHORT
z10-14-18-21
Compatible with:
z58-54-50-46 = Original

Integral detail. The gears are not mounted by interference on the central body
Compatible with Vespa/ape50 Piaggio and aftermarket engine casings.

The smaller jump in shifting from third to fourth gear allows the engine
to stay in torque, reaching maximum speed in less time.

Supplied with M10x1 nut and reinforced washer.

The construction of the teeth is carried out with a module gear shaper tool
1.5 with relative corrections for the sprockets added to the original
pair.

The tooth width has been widened (1 mm towards the inside) to
achieve greater resistance without compromising smoothness.
The spring seats have been revised to use springs with square wire. The greater travel of the damper preserves the gearbox and cruise.
In the center, there is a roller bearing on the most
stressed part and a guide bushing on the shaft. This solution
allows the bell to be compatible with the original starting
gears.

The construction of the teeth is carried out with a module gear hob
1.5 with relative corrections for the pinions added to the original
pair.

The width of the tooth has been widened (1 mm towards the inside) to
achieve greater resistance without compromising smoothness.
The spring seats have been revised to use springs with square wire. The greater travel of the shock absorber preserves the gearbox and the cruise.
In the center, there is a roller bearing on the most
stressed part and a guiding bushing on the tail. This solution
allows the bell to be compatible with the original starting gears.

The construction of the teeth is carried out with a module hob
1.5 with relative corrections for the pinions added to the original
pair.

The width of the tooth has been widened (1 mm towards the inside) to
have greater resistance without compromising smoothness.
The spring seats have been revised to use springs with square wire. The greater travel of the shock absorber protects the gearbox and cruise.
In the center there is a roller bearing on the most
stressed part and a guide bushing on the shaft. This solution
allows the bell to be compatible with the original starting
gears.

The construction of the teeth is carried out with a module gear shaper
1.5 with relative corrections for the pinions added to the original
pair.

The width of the tooth has been widened (1 mm inward) to
provide greater strength without compromising smoothness.
The spring seats have been revised to use springs with square
wire. The greater travel of the shock absorber preserves the gearbox and clutch.
In the center, there is a roller bearing on the most
stressed part and a guide bushing on the shaft. This solution
allows the bell to be compatible with the original starting
gears.

The construction of the teeth is carried out with a module 1.5 gear shaper tool with relative corrections for the pinions added to the original pair.

The width of the tooth has been widened (1 mm inward) to have greater resistance without compromising smoothness. The spring seats have been revised to use springs with square wire. The greater stroke of the shock absorber preserves the gearbox and the cruise. In the center, there is a roller bearing on the most stressed part and a guide bushing on the shaft. This solution allows the bell to be compatible with the original starting gears.

The construction of the teeth is carried out with a module
1.5 gear shaper tool with relative corrections for the pinions added to the original pair.

The width of the tooth has been widened (1 mm towards the inside) to
provide greater resistance without compromising smoothness.
The spring seats have been revised to use springs with square wire. The greater stroke of the shock absorber preserves the gearbox and cruise.
In the center, there is a roller bearing on the most
stressed part and a guide bushing on the shaft. This solution
allows the bell to be compatible with the original starting gears.

The construction of the teeth is carried out with a module 1.5 gear cutter tool with relative corrections for the pinions added to the original pair.

The width of the tooth has been widened (1 mm towards the inside) to have greater resistance without compromising smoothness.
The spring seats have been revised to use springs with square wire. The greater stroke of the damper preserves the gearbox and the driveshaft.
In the center, there is a roller bearing on the most stressed part and a guide bushing on the shaft. This solution allows the bell to be compatible with the original starter gears.

Provided are no. 3 M4 screws with a recessed hexagon and a central screw with a hexagonal head no. 13

Required wrench: 19

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged on the key
seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong type lock
on the fixing nut and to respect the tightening torque of 60-70 Nm.

For disassembly, a 3-thread puller is required, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged on the
key seat.

The cone is compatible with the entire range of Piaggio
crankshafts and interchangeable.  It is recommended to apply a strong type of locking agent on the
fixing nut and to respect the tightening torque of 60-70 Nm.

For disassembly, a 3-thread puller is required, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and
for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong-type locking compound on
the fastening nut and to respect the tightening torque of 60-70 Nm.

A 3-thread puller, not included, is required for disassembly.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong-type locking compound on
the fixing nut and to respect the tightening torque of 60-70 Nm.

For disassembly, a 3-thread extractor is necessary, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts and interchangeable. It is recommended to apply strong type threadlocker on the
fixing nut and to respect the tightening torque of 60-70 Nm.

For disassembly, a 3-thread puller is required, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for tuned engines and for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong type threadlocker on the
fixing nut and to respect the tightening torque of 60-70 Nm.

A 3-thread puller is required for disassembly, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged on the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong threadlocker on the
fastening nut and to respect the tightening torque of 60-70 Nm.

A three-thread puller is required for disassembly, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong type locking agent on the
fastening nut and to respect the tightening torque of 60-70 Nm.

For disassembly, a 3-thread puller is required, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and pinion.

With this system, the key does not need to be used. Ideal
for modified engines and for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply strong-type threadlocker on the
fastening nut and to respect the tightening torque of 60-70 Nm.

For disassembly, a 3-thread puller is required, not included.

Equipped with a self-locking cone capable of stably coupling the crankshaft and the pinion.

With this system, the key does not need to be used. Ideal
for tuned engines and for crankshafts damaged at the key seat.

The cone is compatible with the entire range of Piaggio crankshafts
and interchangeable. It is recommended to apply a strong type of locking agent on the
fastening nut and to respect the tightening torque of 60-70 Nm.

A 3-thread extractor is required for disassembly, not included.

The new CM5 is a top-of-the-range clutch that allows our
vespa/ape to function correctly with powers exceeding 30 hp
without needing to add spacers between the engine casing and the clutch casing.


It includes no. 5 guranite discs with the latest generation material (thickness 2.00mm) no. 4 hardened metal discs (thickness
1.20mm) no. 2 compression springs with increased load, full spider, circlip with anti-rotation notch, oil-taking pressure plate
with bearing, key + washer + high-strength nut. To reduce the considerable resistance of the springs on the clutch lever, it is
mandatory to use a clutch casing with rack and pinion reduction combined with a handlebar lever with a pivot-ball center distance
of at least 25.00mm.

Withstands 30hp

Includes no. 4 discs lined with latest generation material
(thickness 2.00mm) no. 3 hardened metal discs (thickness 1.20mm) no. 2
compression springs with increased load, full spider, circlip
with anti-rotation notch, oil-catching pressure plate with bearing,
key + washer + high-strength nut. To reduce the
considerable resistance of the springs on the clutch lever, it is mandatory
to use a clutch cover with rack and pinion reduction combined
with a handlebar lever with a minimum pivot-ball distance of 25.00mm.

Born for drag racing, it optimizes the clutch operation both in release and grip.


The 2 support planes for the springs ensure that the clutch plates descend performing the correct movement.
Completely reinforced at critical points, it is made from solid high-strength steel. Designed for central spring clutches/double central spring.
Compatible with original clutch and extractor.

The suction cap is made of stainless steel with a thickness of 1mm. It is manufactured through laser cutting and subsequent laser marking. Useful for protecting the luggage compartment from dirt when not in use. Included are no. 4 white zinc plated T.B.E.I M6x6 screws with locking coating.

Born for the soft use of the Vespa, they reduce the elastic effect of the
traditional rubber support ensuring excellent riding comfort. The elastic joints are contained by a cup made
of acetal resin which allows further damping of vibrations
without compromising wheel alignment. The central stainless steel shaft is fixed to the frame with 2 M10 screws replacing the original through screw. Designed
for Quattrini engine casings, they are compatible with Piaggio engine
casings. Check the size of the seat, it must not exceed diam.
39.25mm

The intake manifold, machined from solid, is provided already worked and ready to be installed. The reduced length and the particular taper of the duct improve the engine's response across the entire power range. Ideal for VHSB 34 LD carburetor or alternatively carburetors with a 44mm diameter connection. Compatible with all QUATTRINI reed valve cylinders for Vespa Smallframe.

Born for the track, it anchors to the engine casing on the engine pillar.
It comes with 2 anti-vibration mounts to be fixed on the bracket slots, and 2
raw sheet metal plates to be welded onto the exhaust in the ideal position.
Its total adjustability allows the exhaust to be positioned without tension, preventing it from breaking. Made of galvanized steel.

Withstands +20hp
Supplied with CRIMAZ multispring

In tempered steel

Compatible with original small frame clutches, CM EASY clutch, CM4, CM5

Measurements: 4x15.4 mm

dimensions--> d. 12mm x L. 32mm

Thickness: 2 mm, tempered material

Fits perfectly on bell 27-69, complete with washer and nut

The CMX is defined as a turned clutch because the basket is integral with the gear (pinion). This technical choice allows the basket (commonly known as the
bell) to remain stationary when the clutch is pulled (clutch disengagement).
Thanks to this reversal of moving parts, the clutch
becomes much more progressive in the initial thrust phase of the Vespa
minimizing any annoying jerks at start-up
(a problem known to old-design clutches). This precaution,
together with the significant contact points of the lined discs and conducting discs,
makes the CMX an ideal clutch for engines with power
greater than 15 hp, avoiding premature wear caused by the
hammering of the contact parts.

In laser-cut steel