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If the machine has need of a battery there are special regulators that will run the lighting system AC but have a DC output to charge the battery; they need additional wiring and sometimes special ignition switches to function correctly. (We can supply details if required.)
The earlier aluminium flywheel is no longer available and has been replaced by a slightly heavier steel flywheel. These new flywheels weigh approximately half-way between the Aluminium Ducati electronic flywheel and the original AF electronic flywheel.
4. Gearbox
We would normally recommend a gearbox top gear ratio between GP 200 and SX 200, depending on the set up and bodywork used, we like to run Indian or Italian GP gearbox with 19/46 drive, as the large front sprocket gives an easier time to the clutch and chain - a potential weak point on a tuned Lambretta. We would normally use a race specification Regina chain although a Renolds is a good substitute. The use of a top chain tensioner support or a top tensioner replacement unit such as our own special cast alloy type improves reliability. On tuned motors the top standard chain guide has been known to break under the load.
Note - our tuning work and exhausts systems have been designed to give good mid range power, so the use of the above gearbox setups allows the engine to pull these gearings easily.
5. Clutch Assembly
If there is room in the clutch basket we would use a 5-plate clutch with our clutch springs, and in the unlikely event of these not coping with the power, PE200 springs can be fitted around these. If there is
insufficient room for these to release properly then a normal good quality 4-plate with the same spring set will suffice, but it is then more desirable to use large front sprockets to reduce clutch load.
We can modify the cast type clutch basket sprocket to enable a 5-plate clutch to be used. If a tuned motor and/or our exhaust is used, a 5-plate is going to last much longer. We have found that the Newfren corks give the best results in 5-plate form and Surflex 'B' corks in a 4-plate.
6. Cylinder Heads
For TS1 kits, we have found the best head to use for modifying to high compression is the genuine Indian GP 200 sidesquish head. These later cylinder heads from India are considerably thicker than previous ones and minimise distortion when modified. There are some poor quality Italian & Spanish pattern heads around that are not suitable for skimming or for any performance use.
Provided ease of spark plug maintenance is not a priority, but maximising performance is, a 'Central Plug' head casting can be machined up to improve performance further, but access to the spark plug for General Maintenance is restricted.
The earlier aluminium flywheel is no longer available and has been replaced by a slightly heavier steel flywheel. These new flywheels weigh approximately half-
4. Gearbox
We would normally recommend a gearbox top gear ratio between GP 200 and SX 200, depending on the set up and bodywork used, we like to run Indian or Italian GP gearbox with 19/46 drive, as the large front sprocket gives an easier time to the clutch and chain -
Note -
5. Clutch Assembly
If there is room in the clutch basket we would use a 5-
insufficient room for these to release properly then a normal good quality 4-
We can modify the cast type clutch basket sprocket to enable a 5-
6. Cylinder Heads
For TS1 kits, we have found the best head to use for modifying to high compression is the genuine Indian GP 200 sidesquish head. These later cylinder heads from India are considerably thicker than previous ones and minimise distortion when modified. There are some poor quality Italian & Spanish pattern heads around that are not suitable for skimming or for any performance use.
Provided ease of spark plug maintenance is not a priority, but maximising performance is, a 'Central Plug' head casting can be machined up to improve performance further, but access to the spark plug for General Maintenance is restricted.
