Gear Chart

Gear Box Chain Selection

Models Cluster Cluster Speed Gear Gear Primary Ratio Drive Ratio Ratio Jump Crown Wheel F. Sprocket Chain GP200 GP150 Li150 SX200 GT200
Part No. No. Teeth Part No. No. Teeth 14 79 6.43 5.92 5.46 5.05 4.68
Li 125 series I &II 19130013 9 1st 19130014 51 46 / 15 17.38 15 Stretched 79 6 5.53 5.1 4.71 4.36
Early Li 125 series III 12 2nd 19130015 42 10.73 62% 16 80 5.63 5.18 4.78 4.42 4.09
16 3rd 19130016 39 7.48 43% 17 Stretched 80 5.29 4.88 4.5 4.16 3.85
(Italian & Spanish) 19 4th 19130017 35 5.65 32% 45 18 81 5 4.61 4.25 3.93 3.64
19 Stretched 81 4.74 4.36 4.03 3.72 3.44
20 82 4.5 4.14 3.83 3.54 3.27
li 150 Special 19830001 11 1st 19030003 50 46 / 15 13.94 21 Stretched 82 4.29 3.95 3.64 3.37 3.12
(Pacemaker) 13 2nd 19830009 41 9.67 44%
Late Li 125 series III 17 3rd 19830005 39 7.04 37% 14 No Chain Available 6.57 6.05 5.59 5.16 4.78
(Italian ) 19 4th 19130017 35 5.65 25% 15 80 6.13 5.65 5.21 4.82 4.46
16 Stretched 80 5.75 5.3 4.89 4.52 4.18
17 81 5.41 4.98 4.6 4.25 3.94
SX 150 19530501 10 1st 19430008 50 46 / 15 15.33 46 18 Stretched 81 5.11 4.71 4.34 4.02 3.72
Li 150 Special 12 2nd 19430009 42 10.73 43% 19 82 4.84 4.46 4.12 3.8 3.52
(SX Engine) 15 3rd 19430011 39 7.97 35% 20 Stretched 82 4.6 4.24 3.91 3.61 3.35
150 Grand Prix 19 4th 19130017 35 5.65 41% 21 83 4.38 4.04 3.72 3.44 3.19

14 80 6.71 6.18 5.71 5.28 4.88

GP 150 10 1st 50 46 / 15 15.33 15 Stretched 80 6.27 5.77 5.33 4.92 4.56
(Indian Vijay Super) 12 2nd 42 10.73 43% 16 81 5.88 5.41 4.99 4.62 4.27
MKI 16 3rd 38 7.28 47% 17 Stretched 81 5.53 5.09 4.7 4.34 4.02
19 4th 35 5.65 29% 47 18 82 5.22 4.81 4.44 4.1 3.8
19 Stretched 82 4.95 4.56 4.21 3.89 3.6
20 83 4.7 4.33 4 3.69 3.42
Li 150 series I, II & III 19030001 11 1st 19030003 50 46 / 15 13.94 21 Stretched 83 4.48 4.12 3.8 3.52 3.26
14 2nd 19030004 41 8.98 55%
17 3rd 19030005 37 6.67 35% 14 Stretched 80 6.86 6.32 5.83 5.39 4.99
20 4th 19030006 34 5.21 28% 15 81 6.4 5.89 5.44 5.03 4.65
16 Stretched 81 6 5.53 5.1 4.71 4.36
17 82 5.65 5.2 4.8 4.44 4.11
Li 150 series II 19030001/R 9 1st 19130014 51 46 / 15 17.38 48 18 Stretched 82 5.33 4.91 4.53 4.19 3.88
Rallymaster 12 2nd 19130015 42 10.73 62% 19 83 5.05 4.65 4.29 3.97 3.67
(Optional) 17 3rd 19030005 37 6.67 61% 20 Stretched 83 4.8 4.42 4.08 3.77 3.49
20 4th 19030006 34 5.21 28% 21 84 4.57 4.21 3.89 3.59 3.32

Li 150 11 1st 50 46 / 15 13.94 14 81 7 6.45 5.95 5.5 5.09

(Spanish) 13 2nd 41 9.67 44% 15 Stretched 81 6.53 6.02 5.55 5.13 4.75
17 3rd 39 7.04 37% 16 82 6.13 5.64 5.21 4.81 4.45
20 4th 34 5.21 35% 17 Stretched 82 5.76 5.31 4.9 4.53 4.19
49 18 83 5.44 5.01 4.63 4.28 3.96
19 Stretched 83 5.16 4.75 4.38 4.05 3.75
SX200 19230001 12 1st 19230003 49 46 / 15 12.52 20 84 4.9 4.51 4.17 3.85 3.56
TV 175 series I, II & III 14 2nd 19230004 40 8.76 43% 21 Stretched 84 4.67 4.3 3.97 3.67 3.39
18 3rd 19230005 37 6.3 39%
21 4th 19230006 33 4.82 31%
How to obtain the desired Final Drive Ratio
Final Drive Ratio Gear Box Primary Ratio
GP 150 10 1st 50 46 / 15 15.33 Li 150 With 19 / 48 (83 Pitch)
(Indian Vijay Super) 13 2nd 41 9.67 59% 4.3 GP 150 With 20 / 47 (83 Pitch)
MKII 17 3rd 37 6.67 45% SX 200 With 18 / 49 (83 Pitch)
21 4th 33 4.82 39% GT 200 With 16 / 47 (81 Pitch)

Li 150 With 18 / 47 (82 Pitch)

Li 125 Special 19430007 10 1st 19430008 50 46 / 15 15.33 GP 200 With 21 / 46 (83 Pitch)
125 DL 12 2nd 19430009 42 10.73 43% 4.4 GP 150 With 19 / 46 (82 Pitch)
15 3rd 19430011 39 7.97 35% SX 200 With 17 / 48 (82 Pitch)
18 4th 19430012 36 6.13 30% GT 200 With 16 / 49 (82 Pitch)

Li 150 With 18 / 48 (Stretched 82 Pitch)

200 Grand Prix 19430007 10 1st 19430008 50 47 / 18 13.06 GP 200 With 21 / 47 (Stretched 83 Pitch)
Italian 12 2nd 19430009 42 9.14 43% 4.5 GP 150 With 20 / 49 (84 Pitch)
15 3rd 19430011 39 6.79 35% SX 200 With 16 / 46 (Stretched 80 Pitch)
18 4th 19430012 36 5.22 30% GT 200 With 15 / 46 (80 Pitch)

Li 150 With 17 / 46 (81 Pitch)

200 Grand Prix 22230501 10 1st 19430008 50 47 / 18 13.06 GP 200 With 20 / 46 (Stretched 82 Pitch)
Indian 12 2nd 19430009 42 9.14 43% 4.6 GP 150 With 19 / 48 (83 Pitch)
16 3rd 22030011 38 6.2 47% SX 200 With 16 / 47 (81 Pitch)
18 4th 19430012 36 5.22 19% GT 200 With 15 / 47 (Stretched 80 Pitch)

Li 150 With 17 / 47 (Stretched 81 Pitch)

Close Ratio 11 1st 19030003 50 47 / 18 11.87 GP 200 With 20 / 47 (83 Pitch)
13 2nd 19830009 41 8.24 44% 4.7 GP 150 With 18 / 46 (Stretched 81 Pitch)
16 3rd 19430011 38 6.20 33% SX 200 With 16 / 48 (Stretched 81 Pitch)
18 4th 19430012 36 5.22 19% GT 200 With 15 / 48 (81 Pitch)

Li 150 With 17 / 48 (82 Pitch)

GT 200 19630001 13 1st 19630003 47 46 / 15 11.09 GP 200 With 19 / 46 (82 Pitch)
TV 200 15 2nd 19630004 39 7.97 39% 4.8 GP 150 With 18 / 47 (82 Pitch)
19 3rd 19630005 36 5.81 37% SX 200 With Standard 15 / 46 (80 Pitch)
22 4th 19630006 32 4.46 30% GT 200 With 15 / 49 (Stretched 81 Pitch)

Li 150 With 16 / 46 (Stretched 80 Pitch)

Recommended Final Drive Ratio GP 200 With 20 / 49 (84 Pitch)
4.9 GP 150 With 18 / 48 (Stretched 80 Pitch)
Set Up Final Drive Ratio TS1 / Race Rapido Final Drive Ratio SX 200 With 15 / 47 (Stretched 80 Pitch)
Rapido 250 Fresco 4.7 NK 5.2 GT 200 With 14 / 47 (80 Pitch)
Rapido 250 Taffspeed / JL Road 4.4 - 4.5 Fresco 4.8
Rapido Classic 200 NK 5.2 - 5.3 Taffspeed 4.5 - 4.7 Li 150 With 16 / 47 (81 Pitch)
Rapido Classic 200 Fresco 4.8 - 4.9 PM Tuning 5.1 - 5.3 GP 200 With 19 / 48 (83 Pitch)
GP200 NK 5.2 - 5.3 DevTour (MB) 4.9 - 5.1 5 GP 150 With 17 / 46 (81 Pitch)
GP200 Fresco 4.8 - 4.9 Kegra 5.2 SX 200 With 15 / 48 (81 Pitch)
175 Clubman 5.3 JL KRP3 4.6 GT 200 With 14 / 48 (Stretched 80 Pitch)
175 NK 5.3 JL KRP4 4.7
175 Fresco 5 Scorpion 4.9 - 5.2 Li 150 With 16 / 48 (Stretched 81 Pitch)
Imola 185 NK 5.3 ScootRS 5.2 GP 200 With 18 / 46 (Stretched 81 Pitch)
Imola 185 Fresco 5 5.1 GP 150 With 17 / 47 (Stretched 81 Pitch)
SX 200 With 15 / 49 (Stretched 81 Pitch)
Set Up Final Drive Set Up Final Drive GT 200 With 14 / 49 (81 Pitch)
RB25 NK Hi Rev 4.6 - 4.8 RB25 Franspeed JL3 4.6 - 4.8
RB25 NK Mid Rev 4.6 - 4.8 RB25 Franspeed JL4 4.8 Li 150 With Standard 15/46 (80 Pitch)
RB25 NK Low Rev 4.6 - 4.8 RB25 PM Fat Mamba 4.9 5.2 GP 200 With Standard 18 / 47 (82 Pitch)
RB22 NK Hi Rev 4.7 - 4.9 RB22 Franspeed JL3 4.6 - 4.8 GP 150 With 17 / 48 (82 Pitch)
RB22 NK Mid Rev 4.7 - 4.9 RB22 Franspeed JL4 4.8 - 4.9
RB22 NK Low Rev 4.7 - 4.9 RB22 PM Fat Mamba 4.9 Li 150 With 15 / 47 (Stretched 80 Pitch)
RB20 NK Hi Rev 4.8 - 5.0 RB20 Franspeed JL3 4.8 5.3 GP 200 With 18 / 48 (Stretched 82 Pitch)
RB20 NK Mid Rev 4.8 - 5.0 RB20 Franspeed JL4 4.9 - 5.0 GP 150 With 16 / 46 (Stretched 80 Pitch)
RB20 NK Low Rev 4.8 - 5.0 RB20 PM Fat Mamba 4.9 - 5.1 SX 200 With 14 / 47 (80 Pitch)

Gear Box Choice Cluster Gears Crown Wheel

F. Sprocket Overall Ratio Rpm Range Speed Mph Speed Mph Li 150 With 15 / 48 (81 Pitch)
Close Ratio 11 50 48 19 11.48 6000 25.71 36.42 5.4 GP 200 With 17 / 46 (81 Pitch)
13 41 7.97 8500 37.05 52.49 GP 150 With 16 / 47 (81 Pitch)
16 38 6.00 49.20 69.70 SX 200 With 14 / 48 (Stretched 80 Pitch)
18 36 5.05 58.43 82.77
Li 150 With 15 / 49 (Stretched 81 Pitch)
Enter your own Values 5.5 GP 200 With 17 / 47 (Stretched 81 Pitch)
Enter your own Values The information in this document is intended as a guide only. As Such Rayspeed GP 150 With 16 / 48 (Stretched 81 Pitch)
hope that you find it useful and informative, but take no reponsibility for damage SX 200 With 14 / 49 (81 Pitch)
or costs you may incur as a result.
Li 150 With 15 / 49 (Stretched 81 Pitch)
5.6 GP 200 With 17 / 48 (82 Pitch)
GP 150 With 16 / 49 (82 Pitch)

Li 150 With 14 / 47 (80 Pitch)

5.7 GP 200 With 16 / 46 (Stretched 80 Pitch)
GP 150 With 15 / 46 (80 Pitch)
Gear Chart – Why bother
Whether you are running a full race replica Lambretta with every tuning option or a standard 150cc, having the correct gearing makes the most of
the machines available power.

Many aspects of the engine, the rider and the road or track will determine the optimum gearing for a given bike. Talking to any successful race rider
you will find they have a number of gearboxes and sprockets, ready to be swapped over to give them the best for the day.

For road use we have to choose the correct gearing or close approximation for all intended use of that machine, as it is unlikely to be changed on a
regular basis.

The factors that play the biggest role in selecting the correct gearing are: the type of exhaust fitted, the type of cylinder being run and the rider.

Exhaust: Standard exhausts and the clubman offer a wide distribution of power making the scooter very easy to ride and allowing a large variation
in gearing without problem. Expansion systems on the other hand have a much narrower power band making the choice of gearing much smaller.
Also different expansion systems power bands cover different areas of the rev range so gearing has to be chosen to reflect this.

Cylinder: The capacity of the top end you are running and the state of tune will also determine the amount of power available on a give n set up. To
this end two bikes running the same exhaust and carb one with a 175cc kit and the other running a TS1 will want different gearing.

Rider: The weight of the rider will play a part, as a Jockey living in the Salt Flats will be able to ‘pull’ higher gearing than a S umo in Switzerland.
The use of the bike ‘Around Town’ ‘Rallies’ ‘Motorway’ ‘Fast A Road’ is also important. Finally the type of rider: be honest with your self about what
you want from your bike then be honest with your local dealer. A knowledgeable dealer will be able to recommend a good set up after discussing
with you what you hope to gain.

Gear Chart – How to use

The chart should be straightforward to use as a quick reference once you are familiar with the layout.

From the top down on the left hand side (the gearbox column) all the most common gearboxes are listed and colour coded. If you are in doubt as to
which gearbox is fitted in your bike you will have to count the number of teeth on the gear cluster to identify which one is yours from the list.

At the top on the right hand side the Chain selection boxes allow you to identify which size of chain will fit with a chosen primary drive (F. sprocket
and Crown Wheel). It also lists the final drive ratio with each given pair of sprockets with each gearbox. Remember you will not beable to buy a
stretched chain.

At the bottom on the left hand side is a guide (Recommended Final Drive Ratio). Based on the average rider, the preferred Final Drive Ratio on
each of the most popular set ups is listed. If you do not find yours there or are in doubt, speak with your local dealer or the dealer who supplied the
parts on your bike and find out what they recommend.

Once armed with the desired Final Drive Ratio refer to the ‘How to obtain the desired final drive ratio’ box on the bottom right. Locate the Correct
Final Drive Ratio and find the listing colour coded with your gearbox.

Now you know the recommended primary drive ratio that will allow your gearbox to provide the correct final drive ratio.

Gear Chart – What is ‘Final Drive Ratio’

The Final Drive Ratio is a ratio of the number of revolutions of the crankshaft to one revolution of the rear wheel when the bike is in fourth gear.

I.e. On a standard GP200 in fourth gear the crankshaft will make 5.22 revolutions for each single revolution of the rear wheel.

As such at 9000 rpm a GP200 rear wheel will rotate 1724 times in a minute. If this final drive were set to 4.8 the rear wheel would rotate 1875 times
in a minute and will have travelled further in that minute. The lower the final drive ratio the taller the gearing of the bike.

Disclaimer: Rayspeed hope that you find this information useful and informative, but point out that this is intended as a guide only and not a
replacement for the knowledge and experience of your scooter dealer. We do not accept responsibility for any costs and damages you may incur
as a result.