SCOOTER SPEC
Name of scooter & reason: Nicknamed Douggy. He’s a Douglas...
Scooter model: Frame, panels, headset and seat frame are original 1956 Douglas 42L2. Mudguard is ACMA and the handlebars are Italian. Engine is modern PX. Multicultural model, I would say!
Inspiration for project: Love the 50s styling! After two previous incarnations done by myself, I always wanted to spend a little more time and put some extra effort into creating a 50s Vespa that I liked the look of, with what I had.
Time to build & by who: On all three occasions, I have sourced all parts and done the building. I have had friends who have helped fabricate metal, weld parts and perform engine modifications beyond my abilities. Ricky Wiltshire, Nick Paolucci and Mark Pitts, I would like to thank you. This time around, during lockdown it has taken around four months, on and off.
Any specialised parts or mods: SIP 8in tubeless wheels, SIP 8in conversion for PX engines, quick action throttle (not a fan of the original tube mechanism), SIP auxiliary petrol tank used as main tank, Dell’Orto vacuum fuel pump, Polini choke mechanism, SIP Road 2 pipe.
ENGINE SPEC
Kit: Polini 177.
Crank: Cut standard.
Carb: 26/26 Dell’Orto.
Exhaust: SIP Road 2.
Clutch: Cosa.
Gearbox: 125 box (I think) with 65-tooth primary drive gear.
Porting work by: Nick Paolucci (Speed Demons).
What brand of oil do you run: Castrol R.
CHASSIS SPEC:
Tyres: Kenda vintage tread.
Rims: SIP tubeless.
Suspension: SIP front spring and damper. Rear standard PX with frame adaptor.
Speedo: Standard original Veglia. Grips: Vintage style from Mauro Pascoli. Fuel tank & tap: 10-litre SIP legshield auxiliary tank.
Hubs: Front purchased with original frame. Rear SIP 8in conversion hub.
Brakes: Standard shoes. Looking into better alternatives.
Describe engine performance and scooter handling: The scooter handles as a wideboy Vespa would be expected to! Wibbly wobbly in some situations. The engine pulls very nicely, though speed-wise, as mentioned in the handling, I haven’t had chance (balls) to push past 60-ish. Standard speedo only has 60 on the clock and have exceeded that. New GPS should read better.
Overall cost of work and components: Touching £1000 I expect for parts and £800 for paint.
Tech tip or advice for anyone starting a project: Educate yourself on the methods by which various tasks need to be done, first. It’s been a steep learning curve over the years, but I won through on many occasions!
Thanks to: As mentioned, Ricky, Mark, Nick and Russell for the work. My wife Fleur for the encouragement and all the Oxford Roadrunners.
Kit name: TS1 Manufacturer: AF Rayspeed RRP: £495
Year launched: 1987 Average estimated power output: 18-20bhp
Bore: 70mm
Stroke: 58mm
Capacity: 223cc
Standard Port timings: Exhaust 182° – Transfer 124° Induction type: Reed-valve
Overview: Introduced in 1987, this was the first mass-production bolt-on kit for the Lambretta. Made from aluminium with a Nicasil lining and a four-petal reed-valve induction. To date, it is the biggest selling, and probably the most versatile, Lambretta kit ever made, not only proving extremely reliable but also being competitively priced. In its standard set-up it fits straight on to standard 200cc Lambretta casings without any modifications. Ideal for touring and long distances where riding two-up with luggage requires a more powerful engine than standard, a simple and effective power upgrade for any bigblock Lambretta engine. It also requires a TS1 specific exhaust and bigger carb to suit, but isn’t so ‘specialist’ that either the kit, or the upgraded components required, will break the bank when used in standard
‘bolt on’ format.
Tuning suggestions: The options are huge depending on how much more power you want. From 19hp, up to 40+ is on tap, should you wish to push the kit that far. In standard trim, this kit is renowned for being a cost-effective power upgrade for any Lambretta, highly tunable for both touring and race performance alike, with the right porting work done and matched to the correct components.
Different reed valves alves such as the V-force or Boyesen dual-stage enhance the fuel inlet ratios, small carbs of 25mm can provide excellent touring characteristics, 34mm oval-bore can give a race-level performance, and a traditional PHBH 30mm delivers a balance of both. The JL race pipe is a fabulous ‘off the shelf’ option for big power on the road, peaking around 8250rpm, whereas a CST or AF touring pipe can throw a chunk of low-rev torque into thhe mix and will ppeak around 6000-7500 (depending oon pipe). TThe German coompany, Pipe Dessign, offer the Horneet and/or Bullet pipes for ooutstanding peak bhp results, though the 9000+rpm peak can be a bit much for regular day-to-day use and is often better suited to the track. Select UK tuners now offer very good results, even when using specific Clubman pipes. When purchased direct from AF Rayspeed, Wossner pistons and Mammoth cylinder heads can be specified in an upgraded TS1 purchase package. Verdict? Tried, tested, proven and versatile.