Primary gear ratios - longer gear ratios for more speed with the right engine power.
Primary gear ratios extend the gear ratio of a Vespa. Installation is worthwhile for all cylinders with 166-177 cc on 80-150 cc engines. A racing cylinder or an English exhaust should also be fitted to a 200cc motorcycle so that there is enough power to convert the higher revs into speed in all gears. High-torque touring riders also benefit because the cruising speed does not have to be maintained at maximum revs.
- Straight-toothed: lower power loss, higher efficiency than helical primary gear ratios
- Lower radial bearing load due to straight gearing
- All gears are extended - alternatively adaptable via clutch gear or individual gears
The gear ratios consist of primary gear, repair kit (except DRT) and clutch gear. They are straight-toothed and therefore have a lower power loss and higher efficiency than helical-toothed primary gear ratios. At the same time, the bearings are subjected to less load in the radial direction. Primary gear ratios generally lengthen all gears. If you don't want to dismantle the engine for this, you can use a different clutch gear instead. If you only want to lengthen individual gears, you can use longer or shorter gearwheels.
MALOSSI and POLINI have relaunched their primary classics after a period of abstinence. With the 24/63, MALOSSI also offers an ultra-long gear ratio. As many 210cc engines have enough "steam", top speeds in excess of 135 km/h are possible - without acceleration assistance from transporter slipstream. DRT supplies special solutions: The 23/62 is an extremely long version for the 210-215 cc premier class. The 24/62 is aimed at GS 150 tuners who want to convert extra power (e.g. through a racing exhaust or QUATTRINI M1XL conversion) into speed.
If these ratios are to be combined with a COSA 2 clutch, the corresponding DRT gearwheel is required. Alternatively, the 24/63 MALOSSI by Worb5 or the MALOSSI COSA 2 transmission (24/63 or 23/64), which has been specially modified for COSA 2 clutches, are available.
Conclusion: There is hardly a more effective way of adapting the gear ratio to the increased power.
SIP TIP:
- Replace the locking plate, secondary shaft nut and also the needles of the secondary shaft.
- If a 200 clutch is used in an 80-150 engine, the 200 primary must also be installed.
- Don't forget the gear oil, seal and shaft seal set.
