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Vespa LX125

Discussion in 'Non FIAT Cars and two wheelers' started by Sat-Chit-ananda, Dec 23, 2012.

  1. Vithal

    Vithal

    Messages:
    15
    Bangalore
    I could virtually see the show room here. Nice review too. Congrats Mrs. Sat. :) Happy n safe riding !!!!
    1 person likes this.
  2. amogh

    amogh Staff Member Janitor

    Messages:
    1,377
    Pune
    Grande Punto 1.3
    Congratulations Ma'am !!

    Why not create your own id ? :)

    Wish you many happy miles with the Vespa and do drive safe

    Amogh
    2 people like this.
  3. Amogh Sir, Sure I will create an Id for myself,I really enjoyed the factory visit (photo's) hosted by you.
  4. Folks, From past few days i am driving my wife's Vespa to office, Only to find out what a delight the gearbox of this little scooter is,it provides some thing called as infinite gearing.I am getting a FE of 54 kmpl for my office ride.
    best part is how torque comes to aid and disappears on it's own to provide a smother but high speed ride.
    I am yet to under stand it completely , Gearbox sounds awful but that is due to CVT being busy in selecting best possible gear ratio.speds over 60 is like super silent all the way upto 100 kmpl of red line.This way lot better than veriator type fixed gearboxes on offer from many other scooter manufacturers.

    Just to sum it up best part of Vespa is it's Chassis,super refined engine aided by spark timing variation(I reduced the valve gap of intake to 0.08 mm and exhaust to 0.012mm,this setting seem to have done wonders to refinement and FE,OEM values are 0.01 and 0.015mm) and noisy but a brilliant gearbox.

    Now i am sure My next car would be one which has CVT.Some details on CVT gearboxes.

    What is a continuously variable transmission?


    A continuously variable transmission, or CVT, is a type of automatic transmission that provides more useable power, better fuel economy and a smoother driving experience than a traditional automatic.
    Driving a car with a CVT

    The controls for a CVT are the same as an automatic: Two pedals (no clutch) and a P-R-N-D-L-style shift pattern. But while an automatic transmission has a set number of gear ratios (a.k.a. speeds), usually 4, 5 or 6, the CVT can constantly change the relationship of engine speed to car speed. When driving a car with a CVT, you never hear or feel the transmission shift -- it simply raises and lowers the engine speed as needed, calling up higher engine speeds (or RPMs) for better acceleration and lower RPMs for better fuel economy while cruising.
    Many people find the CVT disconcerting at first because of the way cars with CVTs sound. When you step on the accelerator, the engine races as it would with a slipping clutch or a failing automatic transmission. This is normal -- the CVT is adjusting the engine speed to provide optimal power for acceleration.


    How the CVT works


    Traditional transmissions use a gearset that provides a given number of ratios (or speeds). The transmission (or the driver) shifts gears to provide the most appropriate ratio for a given situation: Lowest gears for starting out, middle gears for acceleration and passing, and higher gears for fuel-efficient cruising.
    Though there are several types of CVTs, most cars use a pair of variable-diameter pulleys, each shaped like a pair of opposing cones, with a metal belt or chain running between them. One pulley is connected to the engine (input shaft), the other to the drive wheels (output shaft). The halves of each pulley are moveable; as the pulley halves come closer together the belt is forced to ride higher on the pulley, effectively making the pulley's diameter larger. Changing the diameter of the pulleys varies the transmission's ratio (the number of times the output shaft revolves for each revolution of the engine), in the same way that a 10-speed bike routes the chain over larger or smaller gears to change the ratio. Making the input pulley smaller and the output pulley larger gives a low ratio (a large number of engine revolutions producing a small number of output revolutions) for better low-speed acceleration. As the car accelerates, the pulleys vary their diameter to lower the engine speed as car speed rises. This is the same thing a conventional automatic or manual transmission does, but while a conventional transmission changes the ratio in stages by shifting gears, the CVT continuously varies the ratio -- hence its name.
    Advantages of the CVT

    Engines do not develop constant power at all speeds; they have specific speeds where torque (pulling power), horsepower (speed power) or fuel efficiency are at their highest levels. Because there are no gears to tie a given road speed directly to a given engine speed, the CVT can vary the engine speed as needed to access maximum power as well as maximum fuel efficiency. This allows the CVT to provide quicker acceleration than a conventional automatic or manual transmission while delivering superior fuel economy.
    Disadvantages of the CVT

    The CVT's biggest problem has been user acceptance. Because the CVT allows the engine to rev at any speed, the noises coming from under the hood sound odd to ears accustomed to conventional manual and automatic transmissions. The gradual changes in engine note sound like a sliding transmission or a slipping clutch -- signs of trouble with a conventional transmission, but perfectly normal for a CVT. Flooring an automatic car brings a lurch and a sudden burst of power, whereas CVTs provide a smooth, rapid increase to maximum power. To some drivers this makes the car feel slower, when in fact a CVT will generally out-accelerate an automatic.
    Automakers have gone to great lengths to make the CVT feel more like a conventional transmission. Most CVTs are set up to creep forward when the driver takes his or her foot off the brake. This provides a similar feel to a conventional automatic, and serves as an indicator that the car is in gear. Other CVTs offer a "manual" mode that simulates manual gear changes.
    Because early automotive CVTs were limited as to how much horsepower they could handle, there has been some concern about the long-term reliability of the CVT. Advanced technology has made the CVT much more robust. Nissan has more than a million CVTs in service around the world and uses them in powerful cars such as the 290 horsepower Maxima, and says their long-term reliability is comparable to conventional transmissions.
    Last edited: Apr 9, 2013
    4 people like this.
  5. varunrtr

    varunrtr Esperto

    Messages:
    1,256
    KL-01/ TO
    Grande Punto 1.3
    only recently, i got a chance to ride a friends vespa and i was bowled over by the stability !! i could take corners and U turns like i do in my bike, if it was on my old activa, i would ve been lying on the road !! couldnt ride for long, but power seemed to be more than sufficient for city , better than activa !! A black vespa is on my mind if ever my dad decides to replace the 7 year old activa !!
    2 people like this.
  6. Hey, One more update I threw away the MFR nylogrip rubber which was loosing grip easily in favor of CEAT secura NEO.In fact i went in search of Michilin or continental But they seem to be only available for motor cycles not at 10" size.
    Secura NEO was only soft Tyre i could fine it is not disappointing braking at 70+ kmph is still assured not scary.
  7. varunrtr

    varunrtr Esperto

    Messages:
    1,256
    KL-01/ TO
    Grande Punto 1.3
  8. Thanks Varun, I will try sourcing soft rubber compound tires amy be after 12k to 15K kms on ODO.Vespa it self i selling branded helmets but very expensive.

    - - - Merged Post - - -

    Here is some of the pictures i shot while doing tappet valve adjustment.
    Two inlet valves and one big out let valve,inlet is set at .8 mm and out let is set at 1.2,engine became free of those tappet noise.
    IMG_20121224_172601[1].jpg


    IMG_20121224_172613[1].jpg
    Last edited: Apr 9, 2013
    1 person likes this.
  9. gurjinder

    gurjinder Staff Member Janitor

    Messages:
    3,989
    Punjab
    Sat, what are the recommended clearances for this engine. Dont go tighter than recommended.

    Cheers.
  10. Recommended as per Vespa service folks(word of mouth) is 0.10 mm for intake and 0.15mm for exhaust but I searched some forums where it was mentioned that it needs to be the values set as .08 and 0.12mm, with out these values engine makes lot tappet noise and poor FE of 25-30 kmpl, i have already escalated this to Vespa India other than two phone calls nothing much happened.

    As of now Square auto folks are setting these values now!! So I guess they actually they don't know, When i checked with the feeler gauge initial values were even more.
    I did it when the odo was reading 300 kms now i have crossed 1200 kms no problems noticed, not even knocking.Since the original set values were like was too off from 1 and 1.5mm, I might go to that after some time.
    Last edited: Apr 9, 2013
    1 person likes this.

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