Lambretta Hub Holding Tool

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.


Sequential Gear Change for Lambretta

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 Diavolo about 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

A link to the fitting of No1 can be found here

A link to the Sequential gear change in action can be found here

Vapour Blasting

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.

Scootronics Hi Powered CDI Review

Anthony Tambs at Scootronics has just released a new CDI. This version is a high powered version with diagnostic LED’s.


It has two diagnostic LED’s that will indicate a fault. The red LED indicates the Pick Up is working and the green LED indicates voltage is working from the Low Tension Coil.

Also incorporated into the CDI is a voltage controlled boost circuit, which Anthony says “I’m making use of the unused negative half cycle of the low tension signal. The voltage boost circuit is stabilized to 320 volts. This should give you a power rating of just over 100 millijoules.”


Included is a Flexible HT lead, (which for me is one of the best ones I’ve used). When you’re bending it through the frame to the Spark Plug Cap there’s plenty of flexibility that will allow for movement. You need to get your own Spark Plug Cap. There are too many preferences out there for Anthony to cover.

I’ve never been able to get to grips with electrics, this CDI goes a long way to helping those like me, make the diagnosis of electrical faults easier.


One last note to add. Lunchtime today, I went into town on the Lambretta. when I rode away to come home, it was spluttering badly unable to ride it, I checked the CDI diagnostic LED’s and they both light up. So within an instant, I was able to dismiss the Pickup or LT Coil. I changed the plug and it ran fine for the ride back home.

Contact with Anthony Tambs can be made on his Scootronics page on Facebook on the link below.
Scootronics Facebook Page

You can also look up the relevant information on the CDI and other Lambretta related info on the Lambretta Tuning Group on FB from the link below.
Lambretta Tuning Page on Facebook



Taylor Tuning Cowling Spacers

When building engines with longer conrods, you need packing plates. This sometimes means that when fitting the cylinder cowling, you can find it doesn’t fit properly and it will under stress, which can lead to them cracking from their connections leading to the air cooling being jeopardised.

To help combat this Darrell Taylor of Taylor Tuning has made spacers of different sizes.

In the pictures, you’ll see before and after where I have the 3mm packer fitted to my 230 engine. There’s a gap before fitting the spacer.

You can contact Darrell on his Taylor Tuning Facebook Page here.


K2 Custom Classics Fork Compressor

When I rode to France in 2017, my Lambretta picked up a bit of an issue with the front end. When I got home I decided to take a closer look and strip the forks for a service (which doesn’t happen as often as it maybe should).

I didn’t fancy dropping the forks out completely as I don’t have a strong enough bench to hold them, so it involves trying to balance them and unless you have a friend to help, a third hand.

This is where the Fork Compressor from K2 Custom Classics comes in. Firstly it’s small. Secondly, forks can be stripped in situ. It works by clamping the unit to the fork leg and a bolt that runs through the unit with a U shaped piece at the bottom that fits over the spring. When you tighten the night the bolt rises compressing the spring. It’s as simple as that.

If you’re worried about scratching the paint. You can overcome this by wrapping some insulation tape around the area where the clamp fits before fitting the compressor.

It didn’t take long to strip the forks. The diagnosis was collapsed fork link buffers. So forks rebuilt handling was back as it should have been.

You can get the compressor from k2 Customs Classics



Under Panel Battery Tray

Last year I fitted a toolbox under the rear side panel. (You can read about it here).


It carried a couple of bottles of oil and a couple of bits to France. When I got back one of the supports had snapped on the box, but it still held.

When I stripped the LI for an all-over service, I wanted to remove the battery from the legshield toolbox and move it to the back of the Lambretta. Dave Mayo May who has an FB page LamFab Scooter Fabrications. supplied his version of a battery tray for under the side panel.

It comes in Stainless Steel, in two parts. That means you don’t have to unbolt it from the frame strut to remove the tray for wheel changes etc. There’s a thumb screw that holds the tray to the support. (I used a bit of Loctite for added security). There’s also a Velcro strap and two Nyloc nuts & bolts, which bolt it to the rear frame strut.

You also get some sticky backed foam padding to absorb any rattle from the battery.


As with all these rear fitting trays. Always make sure there’s clearance from the rear hub.

It’s been fitted for a while now and there have been no issues at all.