The rear hub nut needs a lot of torque (120lb or 162Nm) Somehow over the years I’ve got by, but with a lot of stretching required. There’s a couple of ways to hold the hub still while you tighten the hub to its
correct torque. Jamming a brick against the back wheel and getting someone to sit on the Lambretta is one way. A foot on the brake pedal is another.
To make things easier, there’s been some tools made available. Welding a couple of bars to a wheel rim has been done by some.
JB Fabrication has made a rear hub holder that does the job. Small and compact and for me a welcome addition to my tool collection.
You can purchase the Hub Holder from JB Fabrications Facebook page here.
With very limited editing skills and an equally limited ability to produce a video for the Ulster Lambretta Club 4 Nations Rideout I give you, a video of getting lost and coming across the rideout by accident.
Lambretta development marches on in huge strides. The latest upgrade is something that could receive plaudits from across the Lambretta spectrum.
Known as a sequential gear change, the name of the product is called N°1
Now I’m not very good at explaining things and this may be like trying to explain the offside rule in football.
With normal gear change, you’re moving the gear change to a new position each time you change gear. With Sequential Gearing, you repeat the gear change process from the same gear change position, which returns to the same position each time.
Those who stand to benefit range from racers, to oldies who have developed limited movement of their hands or wrists or those who just want something different.
The benefits include a quicker gear change, no more missed gears and easier gear change for those with 5-speed boxes.
I asked Franzi Muhlbauer of Motorino Diavoloabout the Sequential Gear Change called No 1.
What gave you the idea to develop this for the Lambretta? “Because it works well for the Vespa and I always planned it for all versions of Classic scooters like Vespa small and Large frame and Lambretta”.
Will it fit Series 1, 2 and 3 Lambretta? “Yes, it will probably fit all Series, we tested it in a Series 2, an early Series 3 and in a GP/DL”.
Will it work with 5 speed motors? “We do offer a version for 4-Speed and one for 5-Speed”.
These are the product codes for the 4 and 5-speed variants.
MD N ° 1.14 Kit: gearshift for Lambretta 4-speed / spring bushing series 1-3
MD N ° 1.15 Kit: gearshift for Lambretta 5-speed / spring bushing series 1-3
When will it be available? “Now – ok, we do still have to oil and pack it, but the first batch is available latest Mid October 2018”
How much will it cost? “249,90€ including VAT without shipping”.
Will there be any UK distributors? “Not at the moment, you can order it directly or at SIP Scootershop”.
Do you have any other plans for future Lambretta product development? “Yes, we are almost finished with a master cylinder for disc-brake which is positioned inside the handlebar – for Lambretta and for Vespa PX. It is operated by a push-rod, no cables”.
Here is a link to their web page Motorino Diavolo. It also has the variants listed for the Lambretta and Vespa versions.
The Motorino Diavolo Facebook page can be found here
Unless it’s a new build, when it comes to building an engine, it’s generally accepted as a bit of a messy job, with oil and grease covering most parts, especially when rebuilding an existing motor that’s been around the block a few times.
I wanted to rebuild the original engine for the LI150. I’ve had it in and out of the LI over the years and in different forms. It’s done thousands of miles and so it’s picked up a lot of grime. Rebuilding it this time, I wanted to build it with a clean start. It’s a good way to rebuild with no grit or dirt getting in between components, gaskets and seals.
The little I know about media blasting is vapour blasting is one of the least aggressive forms of blasting, especially for alloy engine casings and components.
I was in touch with Colin of Ultra Vapour Works in Newtownabbey. After a few message exchanges, I called up to his workshop. Colin talked me through the process and what to expect. Turnaround was a couple of days and I was delighted with the results. Colin also stated that various finish can be obtained on request.
You can contact Colin via Facebook Ultra Vapour Works Group business page here.
Below are the before and after pictures of the work carried out.
The 4 Nations is a yearly event hosted alternatively by the 4 Lambretta clubs of Ireland, Northern Ireland, Scotland and England. This year it was our turn, the Ulster Lambretta Club. Hosted this time at Lisnaskea, in County Fermanagh. A great part of the country.
I left Friday morning and decided to ride up the M1 from Belfast. I’m rarely on Motorways, I’m not keen on them as I like to use the more scenic A and B roads. The LI was still performing well after the 2,000 mile trip round Europe and so it was given a good blast up the motorway. About fifty miles later I stopped off in Lurgan to see my Mum and Sister. After a cup of tea and a chat, I was soon on my way to Lisnaskea.
Riding the rest of the way to Lisnaskea was uneventful but enjoyable without any issues. Although about the last 20 miles or so it did get cold. The biggest surprise for me arriving at Lisnaskea was not getting lost.
Once I arrived I was greeted by fellow club members and old friends. I was delighted to see my good friends Andy Vass and Simon Collins from the Lambretta Club of Great Britain. More people were arriving during the afternoon and evening. The main reception room was more than big enough to hold the Ulster Lambretta Club stall and signing in desk.
Friday evening started with me and Mark McClurkin tucking into the small supply of red wine and cheese I had brought with me. Later I took the minibus trip from the site into Lisnaskea. The Centre supplied trips back and forth into Lisnaskea for the weekend. Which went down well with all those wanting to head out.
Me Marty Walker and Chris Wilson decided to go to a bar in town which ended being the choice of a lot of Scooterists that night. The highlight of the night for me was listening to Chris talk about the Ulster Lambretta Club back in the 60’s/70’s as he was an original member. He rode up to Lisnaskea on his Model D Lambretta. We got back to the Centre to the bar, with music supplied by Ian Hedges.
On Saturday I awoke with a very fuzzy head and I was in dire need of Coffee. My roommates Mark McClurkin and “Studs” were also worse for wear. The days itinerary included a Rideout up to the Irish border town of Belcoo and then onto Enniskillen for soup and sandwiches. I was asked to take photos of the Rideout which I nervously agreed to. Any responsibility of this kind leaves me stressed and all common sense leaves me!
Just before the Rideout, we got together for an Ulster Lambretta Club members photo. Then I went on ahead to get ready for the Rideout passing so I could get some photographs. The group passed and after technical issues with the camera, I needed to get ahead of the group again which had me riding like a lunatic. I found a spot and took more photographs as the group passed. Again, I had a problem, but there was nothing I could do about it without trying to get ahead of the group. This time I didn’t make it as I got lost and by the time I caught up with the group we had arrived in Enniskillen Castle.
At Enniskillen Castle, I was flustered enough to drop my Nikon DSLR and break the lens. I still had my phone camera which is capable of taking quite good photos. After Soup and Sandwiches, I headed back to the Lisnaskea Site to try and relax.
That night we headed back into Lisnaskea for food and a couple of drinks before going back to the Centre and the bar. The red wine came out again but this time I took it easy.
Sunday morning came with a grumpy realization of having to head to our homes and rejoin the Rat Race. The weather was a bit gloomy with cloud and showers and cooler. After saying my good bye’s I set off back with Marty Walker.
On leaving the Centre the first item for our viewing pleasure was a dead cow in full rigor mortis on the side of the road. A few miles later on some of the worse country roads I’ve ever ridden on there was a mangled car which had exited the road, through a hedge and rolled in a field. The rest of the journey back along some great country roads was trouble free and with a stop at a cafe along the way for tea and a scone, the journey back was complete.
The Lambretta ran really well apart from the failure of a dud spark plug cap. The overriding success of the weekend for me was meeting old friends and making new friends. My voice is hoarse from constantly chattering. An absolutely superb weekend.
Back in the olden days, in a time when we lived with 3 TV channels, the fear of nuclear war and metal dustbins, trying to solve a scooter problem, you would usually have to phone a friend from the house phone, bodge it or guess how to fix it. When it was fixed, we had to run the gauntlet with the local bikers and casuals and relied on hope to keep our motors running. The good old, bad old days.
Thankfully, time and technology have moved on and one of the greatest resources is the Internet. It’s a remarkable source of information to help solve carburettor problems, engine builds and restorations. It’s still not always the answer though. Some forums and Facebook groups can end up giving you a multiple choice of answers, including the wrong advice and ruin all your hard work.
Back in 2004 Martin “Sticky” Round published his Lambretta manual. The Complete Spanners Manual. There have been other manuals around but nothing on a par to this. I remember the Lambretta Home Workshop Manual, lots of words and not a lot of images to help guide me through engine work. Now things were going to get better for me and those like me who needed all the help we could get with a completely fresh look to a Lambretta manual.
Then in 2010 Martin released the 2nd edition with a lot of important upgrades. It still kept to the same working format and it was well received in the Lambretta community.
Last week, Martin released the 3rd Edition of The Complete Spanners Workshop Manual. There’s a lot of changes and additions to what has now become an essential part of a Lambretta owners possession but still keeps to the winning format.
The one thing this manual has above anything before and probably will ever have, is that it’s universally accepted due to the extensive research and input of the manual from many mechanics and tuners who have helped shape the Lambretta to its current form as well as help those who persevere to restore their Lambretta to its original form.
With new parts and upgrades released all the time and Martin has included the latest parts released up until the end of August 2018 with a large section on aftermarket products.
There’s a greatly improved piece on chain alignment. It can’t be understated the importance of this. I limped home the last few miles from an LCGB rally in 2012. When I inspected the engine after I got home the chain was very loose and slipped badly. On fitting a new chain and checking alignment, it was well out.
The Electrical System section has been improved and expanded with more advice and instruction, including new electronic components like Scootronics CDI’s, Pick-ups and flywheels.
There’s information on improved building techniques throughout the manual including what is also became essential, Leak Down Testing.
More wiring diagrams, including Full DC Conversion diagrams.
Plus a whole lot more.
It also has to be noted that the quality of the paper and the binding has meant that the manual has always been the same and held together well as they get fumbled through with oily hands, dropped on garage floors, trod on and spilled blood, sweat and tears, it’s still held together.
If you’ve never owned it, buy it. If you’ve already bought the 1st and 2nd editions, buy it. It’s definitely worth it to keep up on the advancement of the Lambretta in all its forms and still the definitive, complete Lambretta manual.