Some people like some extra power for their classic scooter, especially when it
is used in modern traffic or for long trips.
There are a lot of different options for tuning a Lambretta
4-speed LI series engine. It can start for example with a big bore exhaust
(clubman) and go as far as a hydraulic operated 6-plate clutch. On the LCGB site there
is a nice tuning
section which can give you a general idea of the possibilities.
Here underneath you'll find a photo review of a DL(GP) 125
scooter that has been upgraded with a Imola kit and some other relevant options.
Here in Belgium there are no shops specialized in Lambretta tuning, so remember, you're on your
own. The legendary TS1 kit has his reputation with the tuners but you need a 200
block to fit it on. When you have a small block like 125/150/175, then a ready available kit like the
Imola is valid option
and gives as much fun.
|
|
|
|
standard DL ready for some upgrades
|
|
|
|
ready for some extra power?
|
|
|
|
a little TIG alloy welding was necessary to erase the tracks of (ab)use.
|
|
|
|
was the exhaust a little loose?
|
|
|
|
although not really necessary, a little grindind at the sharp edge of the casing will help the mixture flow
|
|
|
|
|
|
nylon chain tensioner
|
|
|
|
note the 'special' tool to fit the crank, in fact is a metal tube at the right size and a big washer so that the crank can be pulled in.
|
|
|
|
notice the heigth difference of the fins from the standard(R) and the electronic flywheel (L). So a new flywheel cowling is required.
|
|
|
|
electronic versus standard.
|
|
|
|
the wiring can be done with the original loom
|
|
|
|
|
|
complete rebuild fork, damper clamps are welded on, TV fork links and disc hub are used.
|
|
|
|
you can't see the uprated race springs in the fork
|
|
|
|
of course there are new buffers and bushes inside.
|
|
|
|
also a padlock chain-eye has been welded to the frame.
|
|
|
|
the rebuild can begin, there has been opted for technical restoration, not a cosmetical one.
|
|
|
|
|
|
all related parts are newly zinc plated
|
|
|
|
who doesn't want this set? Also a hydraulic conversion has been added later on.
|
|
|
|
The Imola head seems to be a copy of the original TV175/3 head
|
|
|
|
all the new parts used for the Imola upgrade.
big bore (42mm) Ancilotti exhaust with tube and clamp, Indian electronic kit with Ducati coil and new cowling, alloy chrome cilinder with piston and rings, 5 plate clutch, Dellorto PHBH30 carb, inlet manifold and reed valve, gasket set |
|
|
|
This how you can see the difference between a 2T and 4T. The 2T in the picture has a tube (atomizer's end) that extend in the venturi, the 4T hasn't.
|
|
|
|
|
|
after some running the Imola head seems to leak at the plug hole.
|
|
|
|
quite a mess after some running.
|
|
|
|
|
|
the defect head has been replaced under warranty.
|
|
|
|
|
|
Update Nov/03: The new rubber inlet is now available for a while so the alloy made a swap for the rubber one.
|
|
|
|
The rubber inlet is in fact 5mm shorter so the carb doesn't touch the panel anymore.
|
|
|
|
A nice look at the Imola snake expansion made by Gianelli.
|
|
|
|
This exhaust is a Mk2 with antivibrating rubber mounts
|
|
|
|
Since an Imola kist consumes a little more than a standard set, a longe range tank with a capacity of 14 litres is no luxury.
|
|
|
|
|
|
The PHBH30 carb don't uses an airfilter so the airbox is not needed anymore. The free space is filled up by the long range tank.
|
|
|
|
When arrived new, this tank appears to be leaking. There were already traces of hole filling welding, but some more was needed.
|
|
|
|
In fact such a tank is welded up from to standard tanks. It exists with or without reces for the right side carb.
|
|
|
|
On this setup the reces seems meaningless, the space is very tight and the carb top slightly touches the tank or toolbox.
|
|
|
|
Probably because the shorter Imola rubber inlet was used the carb comes a little closer to the tank.
|
|
|
