Wideframe tuning is certainly becoming more and more popular. Mostly, the old ladies with the charismatic tubular handlebars slumber in the garage as collector's items or are only used for a short ride. There is too little confidence in the old engines, especially for longer rides. Moreover, with 2-3 hp engine power, one is simply underpowered for today's road traffic. To remedy this, a small scene of resourceful tinkerers and hobbyists has sprung up around the "Faro Basso" in recent years. The overflow and timing have been optimised on the original cylinders, pistons have been replaced, various types of carburettors have been fitted, etc.
Basically, there are two engine types for the Wideframe Vespas: 1-channel and 2-channel engines. For the 1-overflow engine (1-channel) (recognisable from the outside by the exhaust pipe running along the side), there are only a few tuning options: Carburettor kit CP19, air filter, cylinder head CNC and contactless ignition system. The increase in power is nevertheless noticeable. Alternative: Buy a used 2-channel engine (approx. 250-300 €) and put the 1-channel engine on the shelf. With the 2-overflow engine (2-channel) (recognisable from the outside by the exhaust pipe running downwards) the result is really impressive. With the right components, the engines achieve an output of 10-14 hp with a powerful 15 Nm of torque. And that's enough to keep up with the traffic or climb a mountain pass. In the meantime, many products have reached series production readiness and can be easily assembled. Racing cylinders from PINASCO made of aluminium with 160 cc, reinforced crankshafts from TAMENI & SERIE Pro by Stoffi, carburettor kits based on the POLINI CP models, racing exhaust systems from SIP, maintenance-free electronic 12 V ignitions, longer gear ratios, improved clutches and suspension parts open up a whole new horizon for lovers of a tube handlebar Vespa. With the following components, you can turn any Faro Basso into a Daily Rider without losing the charm of the 50s model. All conversions can be retrofitted at any time.
Go for the Vespa!
A sports exhaust system is the first step. Mounted plug & play, the exhaust delivers an increase in power on original or tuned cylinders. The standard carburettor, air filter and intake manifold are replaced with a POLINI CP carburettor kit. Nothing can replace cubic capacity except more cubic capacity. The modern aluminium cylinders from PINASCO offer a significant increase in power and performance. With a stroke of 57 mm and a 60 mm bore, this kit enables a cubic capacity of 160 cc. 5 overflows reliably supply the cylinder with mixture. The newly calculated cylinder head provides the appropriate compression. To get the extra power on the road, the primary gear or a 4-speed gearbox from PINASCO can be installed. The original ignition is replaced by a contactless 12 V ignition. No more ignition problems due to defective breakers or capacitors, completely maintenance-free and a bright light!
When it comes to tuning, please don't forget the suspension and brake system. High-quality SIP PERFORMANCE shock absorbers and tubeless 8 inch rims as well as brake components provide the optimum chassis.
The conversion of my Vespa VM2 125
My Vespa 125 VM2 is unbelievable fun! However, a few things have always bothered me, e.g. little to no light, low reliability and of course the outdated engine power of an engine that is already more than 60 years old. Unfortunately, when in doubt, I often went to the beer garden with the more powerful Rally. Recently, the possibilities for bringing a Faro Basso up to the current state of the art have expanded remarkably. Reason enough for me to give my tubular handlebar Vespa a makeover. First of all, I had to take stock of the current state: old tyres, rusty rims, shock absorbers that can only be inadequately described by the term "air pump". Brakes that hardly decelerate, a headlight like a grave light and stiff old cables. Many starting attempts are necessary to bring the old lady to life. The engine struggles to rev, smokes, the clutch engages loudly and the engine power is, shall we say, manageable. It stops at just under 60 km/h and the poor Vespa is already being audibly tortured. The dynamometer brings it to light: 2.5 hp rear wheel power, 5 Nm torque. That's not much.
The conversion took about 15 hours, two of us. Thanks Jesco! After the work is done, the scooter is unrecognisable: full, springy shock absorbers, smooth straight-line running, brakes with good grip, smooth-running cables, a bright light. The engine starts at the first kick and impresses with a striking torque curve and a bearish almost 15 Nm as well as 12.5 hp engine power. 100 km/h is reached and more importantly, you can now get away at the traffic lights and swim along easily in traffic. My tube handlebar Vespa will now see a beer garden much more often again ...
And you can see exactly how we did this conversion in our five-part video series.