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Available Sold and shipped by: Malossi Spa
V-One ROTATING VALVE
The V-One has been designed for anyone seeking a crankcase that is perfectly replaceable with the original one,
supplied with all the components necessary for assembly (see above), and which enables maximum interchangeability
with the components on the market.
The V-One is suitable to be used both for a complete restoration, as it does not require any modification of the vehicle
and can be adapted to all original Piaggio parts, and for a simple “refresh” to give a hint of flamboyance to the engine
involving moderate reworking, such as that offered by our Ø63 thermal group, item 3118005, which does not require
any additional modification.
The main seats were designed to accept the original bearings and crank seals (not supplied). The V-One can be fitted with the original Dell’Orto Si 24-24 carburettor; in particular , assembly of the mixer is easy and is made possible by the dedicated support pin, included and supplied already assembled. It is possible to use the original crankshaft or our rotating valve crankshaft with 57mm stroke, item 5317510. Whatever the choice, the supply has nevertheless been revised and implemented thanks to our modern CAD systems which have profiled an intake pipe into the optimised crankcase.
Malossi decided that it was time to break with the past to create an iconic component for an equally iconic vehicle
such as the Vespa PX 80/125/150! Taking advantage of 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, the study, the research and the production of these crankcases are the ways in which Malossi aims to pay
homage to the fans of these vehicles.
The two models allow mechanics, restorers and, more in general, all owners of a Vespa PX 80/125/150 to choose the
modification route that best suits their needs:
Fully made in ITALY
The technical and technological advancement of Malossi is the greatest strength of our products, the reason why we are convinced we have created one of the best crankcases that has ever been produced.
An innovative twist is evident in every square millimetre of the crankcase that is clearly obvious to even the most
The gravity permanent mold casting , which differentiates these crankcases from the original models, obtained,
instead, with a die-casting process, combined with the use of modern shell moulding cores, results in improved
internal shaping, created with the utmost precision.
Using gravity casting we were able to strategically increase the sections in the most stressed areas and to subject the crankcases to an enhancement treatment after casting, thus obtaining an extremely high mechanical resistance. These products are made of a high quality Al Si 7 Mg aluminium alloy (EN AB and AC 42000) containing in the appropriate quantities: Silicon, to increase the mechanical resistance, Manganese, for improved resilience and corrosion resistance and also Copper and Magnesium, to improve overall workability.
The processing of the crankcases is performed entirely at our workshop using CAD / CAM process and takes place within high-precision CNC machining centres. All the support and sealing surfaces have been worked with diamond tools that are able to guarantee very low surface roughness values and virtually perfect couplings.
Both crankcases share a series of basic characteristics such as, for example, the front arm reinforced with tension discharge ribbing and sections with profile calculated to allow the correct flow and channelling of stresses and to guarantee a higher level of resistance.
Both models include rods for the brake shoes, which are installed directly at the company with presses that are able to apply the forces necessary to create the couplings required by our designers.
In addition to the brake blocks, the crankcases are supplied with the M7 studs necessary for mounting of the gear selector.
Lastly, all versions include the original electric starter, whose actuator can be mounted in the relevant plane formed in the volute.
Assembly of the crankcase on the vehicle does not require the purchase of any additional component, in fact both versions are fitted both with front Silent Block in the arm connecting to the body and with a rear anti-vibration device connected to the shock absorber.
Fluid dynamics have finally been implemented! As our standard models are fitted with transfer ports that are adequately profiled and sized for perfect coupling to our Ø63 cylinders, without however excluding the possibility of mounting other thermal groups and even also offering an increase in performance with the latter, mechanics are consequently not required to work the crankcases to assemble higher performing cylinders. M7 studs for cylinder mounting are also included in the package!
Thanks to the interventions listed, achieving higher powers is no longer a problem. Even the usual problem of oil leakage from the crankcase has been resolved through:
But we didn’t stop there! After years of assembling and disassembling original crankcases, working them and
trying out thousands and thousands of solutions with the aim of proposing constantly updated components, we
encountered first-hand inefficiencies and problems that we analysed to then propose our solutions: this is the case
of the crankcase clamping system which in the original components is created with the classic screw-nut system,
notoriously inconvenient and not particularly user-friendly.
A vehicle that is so precious deserves the best possible maintenance and this involves the need to assemble and disassemble the various components to replace them or even just to check correct operation, servicing them when necessary. Anyone who has ever had to deal with the original crankcases without disconnecting the block from the vehicle will have undoubtedly encountered difficulties in handling the components that compose the block given the uncomfortable and unreachable position of the nuts which, once unscrewed, tend to fall onto the ground and become lost somewhere. Our solution is as simple as it is sophisticated: dispense with the nuts!
Creating threads in the left crankcase (or transmission crankcase) and seats in the right side (or ignition crankcase) we removed the need to have nuts to tighten the two components. To prevent the screw from being accidentally struck as well as avoiding damage during operation, with the risk of damaging the threading, where possible we have created seats on the right side that allow complete recessing of the screws, thereby positioning them away from any danger.
Products reserved exclusively for racing in specifically designed locations according to the provisions of the competent sporting authorities. We disclaim all liability for improper use
|VESPA PX 125 2T euro 0-1
|VESPA PX 125 2T euro 2 (VLX2M)
|VESPA PX 125 2T euro 3
|VESPA PX 150 2T euro 0-1
|VESPA PX 150 2T euro 2 (VLX2M)
|VESPA PX 150 2T euro 3
|VESPA PX 80 2T
|o-ring ø 16x2,65 mm
|2 silent block ø 45,5x20
|plug mixer shaft
|screw kit and oil drainage gasket
|screw kit for reed for crankcase
|4 m 7x130-8,8 studs
|bush ø 14,5x13x16,4
|2 bushes ø 11x8,2x10
|v-one naked engine crankcase
|roller sleeve ø 29x35x13