Crankshaft -KINGWELLE (reed valve)- 62mm stroke, 116mm conrod, piston pin Ø16mm- Vespa PX - e.g. for Malossi Sport/MHR 210/221
Description
Crankshaft KINGWELLE - Highend 'made in Germany' - only the best is good enough
QUALITY³
'Kingwelle' crankshafts are among the very best available on the market. Manufactured piece by piece with absolute precision on high-end machinery by the racing enthusiastic Cramer brothers. The extremely powerful engines, as they are used by the two personally in Vespa acceleration races, require absolute top material for rear wheel performance above 70 HP. As their highest maxim, they only sell what meets their own extremely high standards. So the best is just good enough for them. This gives you the reassuring security to be always on the safe side with a Kingwelle and to always get 150 percent quality.
Professional racing crankshaft
Made in Germany from high-strength plus tempered material
For Vespa PX125/150 and PX200
Available with 60mm, 62mm or 64mm stroke
Available with connecting rod lengths
110mm (Quattrini M1X, Malossi MHR177/187, BGM177)
116mm (Malossi Sport/MHR210/221)
128mm (Quattrini M244)
Maximum torsion resistance
Fine thread M12x1mm
Extra large crank webs (crankcase must be spindled out to Ø100mm on both sides)
WHICH HUB?
The King shafts are available in the stroke variants 60,62 and 64mm stroke.
The bigger the stroke the bigger the achievable displacement.
So a Quattrini 244 with a crankshaft with 64mm stroke becomes a cylinder with 260ccm.
FEATURES OF THE PX KING SHAFTS
TORSIONAL SAFETY
Due to the peculiarities of the Vespa engine and its relatively small crankshaft dimensions, every detail is important for a powerful crankshaft.
An example of this is the crankshaft journal, which is manufactured to an oversize length.
Conventional manufacturers produce the crank pin to the final width of the crankshaft. Chamfers are turned on the ends to facilitate pressing in. This width of the chamfer is then missing in the total width of the available pressing surface. Kingshaft crankshafts therefore receive a crank pin which is wider than the crankshaft should finally be. Here, too, chamfers are applied to press in the journal. After the shaft has been pressed together, however, the crank pin protrudes on both sides, and so does the chamfer of the journal. In a special process, the protruding (hardened!) crank pin mounted in the shaft is ground down to the size of the crankshaft. With this great effort Kingwelle achieves the maximum possible pressing surface of the crank pin. Together with the exceptional crankshaft base material mentioned above, Kingwelle can also achieve a narrow pressing dimension of the journal. This extremely increases the torsion resistance of the crank webs to each other (THE weak point of conventional Vespa crankshafts).
This alone makes the Kingwelle crankshafts clearly superior to all other concepts.
Due to the very good base material, another weak point of conventional Vespa crankshafts has been eliminated; the crankshaft stubs. The clutch side crankshaft stub on Piaggio (and all other 'normal' crankshafts) comes from the factory with a very deep, crescent shaped cutout. This makes it vulnerable on powerful engines.
Kingwelle's solution is a shallow long key. This gives the already very massive crankshaft stub a distinct advantage over all conventional crankshafts.
THREAD
Another massive advantage is the use of a fine thread (M12x1.00).
The combination of good material and the resulting possibility to use a fine thread increase the contact pressure twice:
the fine thread has a significantly higher contact pressure and self-locking for the same tightening torque
thanks to the excellent crankshaft material and the subsequent heat treatment, a higher tightening torque than specified by Piaggio is possible, despite the fine thread (recommendation Kingwelle 60-80Nm).
Thus clutch and pole wheel sit clearly more firmly than with the conventional thread which Piaggio provided (M12x1.50 and/or M12x1.25).
FASE/U-WASHER COUPLING
To further increase the load capacity of the crankshaft stub on the clutch side, a larger radius (3mm) is used at the transition from the stub to the bearing seat. Therefore a special washer is needed between crankshaft/crankshaft bearing and clutch. This is also manufactured by Kingwelle itself and offers another advantage that should not be neglected. Original washers can break, especially the original Piaggio washers with teeth for the models with oil pump are notorious for this. Kingwelle's washer is made from 100CR6 and hardened and tempered to HRC55. This makes it perfect for its intended purpose of keeping the crankshaft under light preload in the bearing (there is no known case of such a washer from Kingwelle ever breaking).
PLEUEL
Kingwelle uses only high quality connecting rods. It depends on the desired connecting rod size, from which manufacturer these are available. The only decisive factor for Kingwelle is that they can cope with the enormously high loads of today's engine concepts. This is tested by them in advance and only 100 percent top material is selected and used. If you take a closer look at a Kingwelle you will also notice that they use much thicker thrust washers on the lower connecting rod bearing than usual. This is possible due to a constructive trick and improves the durability of the bearing significantly. Kingwelle uses longer connecting rods than usual. This improves the connecting rod ratio (stroke to connecting rod length ratio) as well as the pre-compression ratio. Due to the longer connecting rod, the steering angle can be kept within reasonable limits despite the stroke increase, without having to turn off the cylinder at the bottom of the cylinder base.
CONCLUSION
From all constructive improvements one of the most efficient crankshafts for PX engines resulted. Last but not least, the Kingshaft has a very smooth running due to its precise assembly and alignment. The shafts are aligned manually to approx. 1/100mm concentricity. Thus they achieve a dreamlike running smoothness and make it possible to reach the full engine power and to transfer this to the road.
PLEASE NOTE
Many engine concepts reach also in the Vespa PX range speeds of more and more often over 10000U/min up to partly 13000U/min. Therefore the clutch sitting on the crankshaft and also the flywheel must be balanced. This point is often not sufficiently considered and can lead to serious damage.
The stroke as well as the longer connecting rod must be compensated by appropriate spacers at the cylinder head or cylinder base. This also sets the control angles of the cylinder that are ideally suited to the engine concept.
ATTENTION
This is a tuning product! The durability of the engine is strongly influenced by it, the risks cannot be estimated. Property damage and damage to life and limb as well as damage to third parties are to be feared. The installation and operation of a tuned engine is the sole legal responsibility of the buyer of the tuning products in full!
incl. VAT plus shipping costs
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