Vespa T5

The Vespa T5 (also: "Vespa PX 125 T5 Pole Position" ) is a motor scooter from Piaggio, produced mainly in the 1980s. There are roughly divided 3 variants:

Where variants with electric starter and battery and those without exist.

The Vespa T5 is technically based on the model introduced in 1979 P125X (see Vespa PX ). The model enjoys among collectors and drivers are still very popular because Piaggio has built here the most powerful 125 cc engine with manual transmission.

The engine

  • Aluminium cylinder with Nikasil ® by Gilardoni tread and 5 over-current channels (hence the name T5).
  • Cylinder head with Zentralzündkerze.
  • Reinforced crankshaft bearing by ball bearings and cylinder roller bearings.
  • Coupling of the Vespa P200.
  • Crankcase: 5 high-volume over-current channels.
  • Exhaust: damper box with serpentine inlaid resonance tube; Manifold union by flange on cylinder side bolts M8.
  • Flywheel magneto: DUCATI 90 W. Zündankerplatte small diameter and lighter cooling fan.
  • Carburetor: Dell'Orto SI 24/24 type "G " with PX200 Air Filters and oil pump.

The variations

Of the T5, it gave the following varieties, using each of the T5 - frame and / or the engine T5:

Vespa T5: T5 body with T5 engine and typical features such as: Bench, speedometer instrument in digital design or with analog instruments.

Vespa T5 Classic Vespa PX Lusso body with T5 engine. Equipped with PX Lusso handlebars, PX Lusso bench, T5 floor mats, hardware shelf above the glove compartment, spoilers and T5 lettering on the side covers.

Vespa T5 Classic Millenium Edition: Vespa PX Lusso body with T5 engine. Equipped with PX Lusso handlebars, PX Lusso - Sitzban, but again with aluminum baseboards.

Next to mention:

GS 200: T5 body with standard PX -200 Lusso - Engine (as sold abroad).

MOTO VESPA TX 200 ( Spain): T5 body with all parts, except the electric starter and turn signal beeper, with PX 200 Lusso engine. The motor identification of these models starting with 118M, the VIN begins with the prefix 118C. Other features of the Spanish models: mixed lubrication, AC rattle instead Gleichstromhupe (without horns Rectifiers)

LML T5 ( India): This is an LML 150 with leistungsschwachem 150 cc - Standard motor and T5 -like appearance.

Features of the T5

Main features of the T5 in comparison to the standard Vespa P- series:

  • The rear extended with a box body body with a long bench seat, rear light and strainer ( not T5 Classic)
  • Handlebars with instrument cluster ( speedometer tachometer fuel gauge indicator lights ) and rectangular headlights (not T5 Classic).
  • The one-piece wing and the horn honking cascade with grid (default: two-piece welded fenders )
  • The front spoiler under the leg shield, hubcaps and rear mudflaps
  • The floor mats in the trapdoor (default: Alufußleisten ).
  • Horn / rattle: Some T5 omitted horn rectifier and Gleichstromhupe. Instead, a speed-dependent Wechseltromschnarre is installed.
  • Motor: 5 over-current channels (default: 2 or 3).
  • Cylinder made ​​of cast aluminum with nicasil tread (instead of cast iron ). Piaggio has built in the classic Vespas only in the small frame Vespa SR 50 /50 HP and in some Vespa Cosas aluminum cylinder.
  • Cylinder head with central candle (default: Angular candle).
  • Crankshaft, reinforced model (does not fit in other engine types)
  • Transmission: shorter 4th gear

Spare parts situation, Booth 2012

Many spare parts are compatible from the other parts of Vespa P. .. - series.

T5 - specific injection-molded plastic parts: are available as replica (horns cascade, arm parts, windscreen).

Headlights: Reproduction in plastic

Bench: There are replicas with both original lens or similar optical (optional can be original benches worked up ).

Exhaust: stock exhaust occasionally still available. Alternatively need a Aftermarket - be resorted suppliers.

Floor Mats: originals are not available. Mats of Indian LML T5 must be adjusted.

The T5 and the standard Vespa models

The T5 was and is controversial because of their appearance in the Vespa fan base, but not the engine. In the early 1980s began aftermarket suppliers offer for Vespa scooter a wide range of tuning parts, which enjoyed great popularity. Piaggio realized this and offered with the 125 T5 a model, which offered similar performance as the tags, but without expensive modifications and approval related restrictions. The target group of young people targeted were older than 16 years. This worked in the FRG, since these buyers group here was allowed to drive only 80 cc and the elderly prefer the larger displacement PX 200 bought. This led from 1986 to 1987 under-selling the T5 in Germany that existed in this country only with speedometer in Digital Design.

The modified design of the T5 engine inner life means that the engine components with those of the standard models are interchangeable. The transmission parts, these are however, so they definitely for rebuilds find their way into standard models, and vice versa, eg the coupling of the Vespa Cosa 125 is installed in the Vespa 125 T5. On the other hand, corresponds to the complete set of T5 engine from the mounting dimensions forth the the Vespa scooter since 1959 (Vespa 150 T4). It can therefore be installed in all these Vespas. However, the electrical system and the wiring harness need to be adjusted.

The Vespa PX 125 ( P125E ) as the standard model has a top speed of 89 km / h and a power of 8.9 PS ( CUNA, measured at the crankshaft ). The T5 engine obtained from the same displacement, a speed of 98 km / h ( according to letter ) and 12 hp ( of which around 10.5 PS are emitted at the rear wheel as measured with Dynojet ). That is why T5 engine parts are now rare and expensive. Much is for a complete functional T5 engine today certainly pay off as a complete roller for model implementation (list price in March 1987: 4090, - DM, about 2000 euros )

Experience

To complete the performance, one should consider to change the suspension. Stiffer shocks (eg YSS, Bitubo ) and well selected tires allow for better roadholding sportier driving style.

The brake system is acceptable if well maintained and in (especially the front) of regular use. However, you can convert to a disc brake ( Grimeca / Nissin / Vespa PX Millenium ) forward.

The engine with aluminum cylinder has a high life expectancy at decent treatment and is even on long highway trips at full throttle fixed, because thermally balanced than its standard cast iron brothers.

Many Vespa driver put the oil pump still and mix every refueling oil to gasoline as ancient times. The characteristic of the oil pump seems as if it promotes too much oil in the lower speed range and at the top of too little, which does not seem logical for a high-revving engine such as the T5.

Observation Worthy is the manufacturing quality of the float chamber and the transition of the overflow channels from crankcase to cylinder. Here levels of up to 1 mm bars will appear, probably due to manufacturing tolerances. It is recommended to correct at a full overhaul of the engine so by the channels to be adjusted ( Reporting ). However, it is unnecessary and pointless, large-volume aufzufräsen the channels, when one leaves the original engine. Just adjust. Then u.U. disappears and the gas hole at about 6000 revolutions, which can be observed sometimes.

A further increase comfort is achieved by the installation of a Vespa Cosa clutch.

For T5, there is still a selection of certifiable and non- certifiable reconstruction measures to increase engine performance.

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