Crankshaft -KINGWELLE (reed valve, con rod Primatist)- 65mm stroke, 128mm con rod- Vespa PX - e.g. Quattrini M232/M244
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 highend machinery by the racing enthusiastic Cramer brothers. The extremely powerful engines, as used by the two personally in Vespa acceleration races, require absolute top material for rear wheel power above 70HP. As a top 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 heat treated material
For Vespa PX125/150 and PX200
Available with 60mm, 62mm, 64mm or 65mm stroke
Available with connecting rod lengths
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?
King shafts are available in 60,62, 64 and 65mm stroke.
The larger the stroke, the larger the achievable displacement.
For example, a Quattrini 244 with a crankshaft with 65mm stroke becomes a cylinder with 265ccm.
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 high-performance 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 onto the ends to facilitate press-fitting. However, this width of the chamfer is then missing from the total width of the available pressing surface. Kingshaft crankshafts are therefore given a crank pin which is wider than the crankshaft should finally be. Here, too, chamfers are provided for pressing 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 area of the crank pin. Together with the above mentioned exceptional crankshaft base material, Kingwelle can additionally realize 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) has a very deep, crescent-shaped cutout from the factory. 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 at 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 much tighter than with the conventional threads Piaggio has provided (M12x1.50 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 on the King shaft at the transition from the stub to the bearing seat. Therefore, a special washer is required between the crankshaft/crankshaft bearing and the 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 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. Decisive for Kingwelle is only that they are up to 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. The longer connecting rod makes it possible to keep the timing angles within reasonable limits despite the stroke increase, without having to turn off the cylinder at the bottom of the cylinder base.
CONCLUSION
All design improvements resulted in one of the most powerful crankshafts for PX engines. Last but not least, the Kingshaft is very smooth running due to its precise assembly and alignment. The shafts are elaborately aligned by hand 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 it to the road.
PLEASE NOTE
Many engine concepts also in the Vespa PX range reach 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 on 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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