V-One rotary valve

The V-One was designed for those who want a crankcase that is perfectly replaceable to the original, comes with all the necessary components for assembly (see above), and allows maximum interchangeability with components on the market.
The V-One lends itself to be used either for a full restoration, as it does not require any modification of the vehicle and fits all original Piaggio parts, or for a simple "freshening up" to give the engine a bit of liveliness with a moderate tuning such as the one offered by our Ø 68.5, art. 3116346, thermal unit, which does not require any additional modification.
The crankcase housings are designed to accept the original bearings and crank seals (not supplied).
V-One can be mounted with the original Dell’Orto Si 24-24 carburetor, in particular, mixer mounting is easy and is made possible by the special support pin, included and supplied already assembled.
It is possible to use the original crankshaft or our 57mm stroke rotary valve crankshaft art. no. 5316082.
Whatever the choice, the power supply has in any case been revised and implemented thanks to our modern CAD systems that have profiled an optimized crankcase inlet duct.

Malossi decided to make a break with the past to create an iconic component for an equally iconic vehicle such as the Vespa PX E 200! Putting all the technology and knowledge gained along roads and tracks around the world to good use, Malossi developed the new V-One and VR-One crankcases.
The design, study, research and production of these crankcases are Malossi's way of paying tribute to the fans of these vehicles.
The two models give preparers, restorers and, more generally, all owners of a Vespa PX E 200 the opportunity to indulge themselves and choose the modification route that best suits their needs:

The amateur, the restorer, the traveler and the simple Sunday tourist, looking for a perfectly replaceable component to the original, which does not require making any changes to the vehicle and offers the maximum possibilities of choice as to components, from the original to the main items on the market, will have at their disposal the V-One SPORT crankcase
The tuner looking for maximum performance, the best internal fluid dynamics and the greatest possibility of engine development will be able to purchase the VR-One MHR crankcase

Technical features
MADE ENTIRELY IN ITALY
Malossi’s technical and technological advancement is the greatest strength of our products, the reason why we are convinced that we have made one of the best crankcases ever produced.

Strengths
In every square millimeter of the crankcase is perceptible an innovative thrust that jumps out at the eyes of even the most inexperienced tuner. Gravity die casting, which differentiates these crankcases from the original models obtained, instead, by a die casting process, combined with the use of modern shell molding cores, allows for better internal shapes made with the utmost precision.
Gravity casting has allowed us to strategically increase the sections in the most stressed areas and to subject the crankcases to a reclamation treatment after casting, thus achieving very high mechanical strength.
These products are made with a light aluminum alloy Al Si 7 Mg (EN AB and AC 42000) of the highest quality containing in the right amounts: Silicon, to increase mechanical strength, Manganese, for better resilience and corrosion resistance, Copper and Magnesium, to improve workability qualities.
Crankcase machining is done entirely in our workshop with CAD/CAM process and carried out inside high-precision CNC machining centers.
All bearing and closing surfaces have been machined with diamond tools capable of ensuring very low surface roughness values and virtually perfect fits.

Advantages
Both crankcases share a number of basic features such as, for example, a reinforced front arm with stress-relieving ribs and sections with calculated profile to allow proper flow and channeling of stresses and ensure better strength.

Both models include pins for the brake shoes, which are installed directly in-house with presses capable of applying the forces necessary to make the couplings required by our designers.

In addition to the brake shoes, the crankcases are supplied with the M7 studs needed to mount the gear selector.

Finally, no version excludes the original electric starter, the actuator of which can be mounted in the appropriate plane cut out of the volute.

Mounting the crankcase on the vehicle does not require the purchase of any additional components, in fact, both versions are equipped with both front Silent Blocks in the connection arm to the body, and rear vibration dampers connecting to the shock absorber.

Fluid dynamics has finally been implemented! Having equipped our standard models with suitably profiled and sized transfer cases to mate perfectly with our Ø 68.5 cylinders, without, however, excluding the possibility of mounting other thermal units and indeed offering an increase in performance even with them, exempts preparers from having to machine the crankcases to mount more performance cylinders.
M8 studs for mounting the cylinders are also included in the package!

Thanks to the listed interventions, achieving more power is no longer a problem. Even the usual inconvenience of oil leakage from the crankcase has been solved thanks to:

Increased pump crankcase walls, which also further contributes to the mechanical strength of the crankcase
Use of M8 studs instead of the original M7 studs
Extremely high-precision machining of the end plates.
We eliminated the crankcase gasket, which was deteriorating making it mainly responsible for oil leakage. Now the crankcases are perfectly matched and sealed by means of gasket paste, resistant to even the highest operating temperatures!

We didn’t want to stop there!
After having assembled and disassembled original crankcases for years, machining them and trying a thousand and one solutions to propose constantly updated components, we directly encountered inefficiencies and inconveniences that we analyzed to propose our solutions: this is the case of the crankcase tightening system, which in original components is made with the classic screw-nut system, notoriously inconvenient and uncomfortable for the user.
Such a valuable vehicle deserves the best possible maintenance, and this implies the need to assemble and disassemble the various components to replace them or even just to check their proper functioning, overhauling them when necessary.
Anyone who has put their hands on the original crankcases without disconnecting the block from the vehicle has certainly come up against the difficulty of handling the components that make up the block due to the awkward and unreachable position of the nuts, which, once unscrewed, risk falling to the ground and getting lost who knows where.
Our solution is as simple as it is sought: eliminate the nuts!
By making the threads in the left side crankcase (or transmission case) and the seats in the right side (or ignition case), we have eliminated the need to have nuts to tighten the two components.
To prevent the screw from suffering accidental shocks or injury during operation, with the risk of ruining the threads, where possible we have made seats in the right side such as to allow the screws to be completely recessed, thus placing them out of harm's way.