At ScooterLab we always try to bring you news on developments and tuning parts for our humble scooters. 2020 may have been a strange year for us all but we’ve still done our best to keep up with new and exciting leaps forward in two-stroke technology.
In part one of this feature, Sticky introduced us to Italian tuning house, Fabbri Racing. Today he talks us through a plethora of exotic tuning parts bearing the Fabbri name, including a 180cc, 42bhp smallframe kit. Mmmmm, baby…
Fabbri GP CZ1 Casing
Fabbri’s most radical project is an engine that has been used for display and as a talking point at the EICMA international motorcycle show.
This is really the most radical and innovative engine I’ve seen to fit the smallframe Vespa, designed to accommodate a water-cooled TM kart cylinder and upgraded internally to cope. It is purely a racing proposal with Grand Prix like spec.
One area of the workshop is dedicated to crankshafts, of which the vast majority sit disassembled. Fabio keeps the cranks ‘open’ because he delivers the cranks with balancing weights to suit the customer. The crank voids are filled with steel or tungsten.
Besides weight, Fabbri can also change the volume of the crankshaft. If you want more volume in the crankcase by having thinner webs the balance can be regained by adding more tungsten, but the material cost is consequently higher.
Gearing is also a big business, narrowing the gaps between gears is important on any level of tuned engine. For everyday tuned motors, close-ratio gear clusters which mesh with the original Piaggio loose gears are some of Fabbri’s best selling products.
For the most powerful engines woodruff keys and conical fits still don’t cut it. In those situations, Fabbri produce crankshafts, drive gears, gear clusters and clutch centres with triangular polygonal connections.
When it comes to clutch bells, all the latest smallframe kits give the cush-drive, “parastrappi” in Italian, a hard time. Fabio makes a couple of upgraded versions to suit different depths of pocket.
Fabio offers three versions of his clutches in various cost levels to suit road, race or extreme engines.
As you might imagine, Fabbri also has his own line of Vespa tuning kit cylinders, but unlike some rivals, he’s resisted the call to ‘go large’ on every option. When we have now reached the point where ‘too much power’ is a possibility, sometimes developing something with a wider power spread and an easier ride characteristic results in an engine that is complimentary to rider skill.
Fabbri’s main kit is a 180 smallframe top end to fit the Quattrini (and Fabbri) casings. Fabio rates it as having one of the broadest power spreads of all the smallframe kits.
Kart specialists DEA kits gained many wins on the track in recent years with their Vespa kits. Fabio has recently invested in licensing production of DEA’s water-cooled and air-cooled smallframe kits as Fabbri products.
Fabbri has a collaboration with SIP Scootershop to market a version of their VAPE ignition with a specific fan and stator plate base to suit Fabio’s monster engines.
Having visited Fabbri in the middle of the Coronavirus pandemic, it’s a little hard to say. Engineering in Italy is slowly restarting but most industrial processes are suffering delays which naturally have a knock-on effect. There seemed to be plenty of stock on hand of most products but I wouldn’t be surprised if some of the forthcoming exotica like the engine casings ends up with delays.
What I have been promised is a test ride on a Fabbri 180 next time I’m in Emilia Romagna. I’m sure you’ll want to know what that goes like, won’t you?
Words and photos: Sticky
You can find out more about Fabbri products at Fabbri Racing website.
If you think SLUK should supply Fabbri in the UK let us know in the comments, or email us at: firstname.lastname@example.org
Fabri Racing gallery
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