Vespa cylinder in OEM quality for Vespa PX 125/150 and Vespa Sprint
New here: Vespa cylinder for PX / Sprint 125ccm and 150ccm Replacement cylinder for Vespa from Gotze.
What is Götze you ask yourself now?
Some of you will probably remember the curved "Gods”Neon sign on the A1 motorway at Burscheid.
Piston rings were produced there until the 90s, when production was relocated to Friedberg. In the following years, Goetze was from Federal Mogul adopted.
You can find details on the history of Götze here.
Original replacement Vespa cylinder
From Federal Mogul / Götze we can now offer you 3 very beautiful Vespa cylinders, which are of absolute quality at OEM level lie.
All components must be cleaned thoroughly before installation. By selecting the cylinder seals, a squeeze dimension must be established in the specified area. The use of the cylinder head gasket is not absolutely necessary. The recommendation for the basic setting is a squeeze dimension of 1,0 mm. Observe the tightening torque on the cylinder head and tighten the nuts crosswise step by step.
BGM 177 RETRACT VESPA CYLINDER
After the cylinder has been properly installed, the engine should be warmed up for 60 minutes with load changes up to a maximum of 5000min? ¹. After this process, the engine can deliver its full power and is to be regarded as run-in.
FUEL-OIL MIXING RATIO
For normal use without a resonance exhaust system and with a 24mm carburetor, we recommend a mixing ratio of 2% with high-quality, fully synthetic mixed oil, eg BGM4000. For racing use or when using resonance exhaust systems and larger carburetors, we recommend a mixing ratio of 3% with high-quality, fully synthetic mixed oil, eg BGM4000.
https://blog.scooter-center.com/wp-content/uploads/2018/11/zylinder_bgm_pro_177_187_ccm_kolben_made_by_meteor_vespa_px125_px150_cosa125_cosa150_gtr125_ts125_sprint_veloce_vlb1t_0150001_bgm1770n_4_.jpg526700Heiko Lepkehttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngHeiko Lepke2018-11-26 12:52:092018-11-27 13:43:57Vespa 177ccm cylinder for Vespa PX available again: bgm PRO 177
With the quite massive, cast cylinder head the first thing you notice is the completely machined underside. The combustion chamber with the central position of the spark plug is offset by approx. 1mm. The cylinder head is centered on the cylinder via the outer contour of the sealing surface. A cylinder head gasket is not provided. The 8-fold screwed cylinder head and the generously dimensioned sealing surface should ensure a permanently reliable seal even without additional sealing elements. Pinasco recommends a tightening torque of 8Nm both for the cylinder stud bolts and for the additional M25x12 screws on the cylinder head.
Due to the central position of the spark plug, the original opening in the cooling hood must be closed. Pinasco has paid attention to this small detail and includes a suitable sealing plug. Here you need a spark plug with a long thread. In the case of an NGK spark plug, we would use a B9ES or, if you want to ambitiously move your Zuera 135SS around the racetrack, a B10EG
Piston
The 169gr cast piston is equipped by Pinasco with a 1mm rectangular piston ring and 1mm G-shaped fuses.
The hint of the gas flow in the form of the small, beveled surfaces below the piston pin is very cute.
This “trick” was often used on pistons with a long piston skirt before it became fashionable to give the piston an open side contour.
Like many modern cylinders, the piston of the Zuera 135SS also gets an additional anti-friction coating.
Pinasco does not make any experiments with the piston pin. Due to its low wall thickness, the bolt is deliberately designed to be weight-reduced.
Cylinder
At first glance, the design of the overflow channels in the cylinder shows a striking resemblance to the Polini Evolution. On closer inspection, however, you will discover the differences in the design. The angles of the entry surfaces are clearly visible.
Due to the outlet and overflow channel height and an assumed piston backlog of 0mm, there are quite sporty control angles of 125 ° / 185 °.
In contrast to other cylinders, the openings of the overflow channels in the cylinder base are already open.
The cylinder base has a diameter of 61,3mm, so it is not necessary to enlarge the cylinder base bore in the motor housing.
However, as with almost all performance-oriented cylinders, the open overflow channels in the cylinder base also require the fan channel to be adapted on the stator housing.
The one-piece outlet with a width of around 66% is already made for durability. However, we would suspect that the Zuera 135SS is slightly above the Polini Evolution I in terms of performance due to the significantly sportier outlet geometry.
Due to the angle of the overflow channels facing the outlet, the Zuera 135SS also supports exhaust systems that like to reach into higher speed regions.
You can adjust the pinch edge recommended by Pinasco from 1.0 - 1.1mm using the 3 supplied 0,1mm cylinder base seals. When it comes to cylinder head gaskets, Pinasco is discreetly restrained, also when it comes to the seal and the connection to the exhaust. An exhaust gasket suitable for the Zuera SS135 is just as little included in the scope of delivery as the required outlet studs.
The combination of M8 exhaust studs and their spacing limits the selection of possible exhaust gaskets.
Unfortunately, Pinasco does not provide a suitable seal.
The PK125 exhaust gasket from Piaggio fits on the flange. However, the outlet of the SS135 is 31mm x 27mm. This creates the PK125 exhaust gasket
not really fitting here due to the smaller inner diameter.
Alternatively, you can also use the BGM exhaust gasket use. With this variant, however, you have to widen the hole stitch in the seal by a few millimeters.
Technical details of the Zuera SS135 cylinder
Bore 57,5mm
Stroke 51mm
Cubic capacity 135ccm
5 overcurrent channels
One-piece outlet, trapezoidal, cord 38,5mm? 66%
Exhaust stud M8 (not included, we recommend Piaggio)
Finally available again: the bgm PRO 195 cc Racetour cylinder
The Lambretta cylinder in the video:
THE Lambretta cylinder for the small block:
Mark Broadhurst has incorporated his experience from several decades of Lambretta tuning and over 1.700 tuned two-stroke cylinders into the development of the RaceTour cylinders. The cylinders are available with a 65 mm bore for the small engine cases with 125-175 ccm and with a 70 mm bore for the 200 cc engine case.
POWER:
The cylinders offer significantly increased performance and thus more everyday usability and driving pleasure:
Around 14 hp with a 22 mm carburetor and Clubman exhaust *
Around 15-20 hp with a 24/25 mm carburetor and Clubman exhaust *
Around 16-24 hp with a 28/30 mm carburetor and Clubman exhaust *
Around 18-24 hp with a 28/30 mm carburetor and Dev-Tour exhaust
The power is available relatively early in the rev range and the kits have enough torque to drive longer gear ratios. The power delivery is very even, so that RaceTour engines feel like an original Innocenti 200 engine but with twice the power.
Like the original cylinder, the carburetor is on the left-hand side. No changes need to be made to the frame or the add-on parts. This makes the RaceTour the ideal cylinder for everyone who doesn't want to change the look of their Lambretta, but still doesn't want to forego performance.
All required seals, stud bolts and small parts are included in the scope of delivery.
PROPERTIES:
Ceramic coated aluminum cylinder
Quadruple screw connection at the outlet
200 ccm stud spacing for the intake manifold in the version for small and large engines
Forged piston with Ø = 65 mm for the 195 and with Ø = 70 mm for the 225 cylinder
Two 1 mm thin rings in the best Japanese quality
Solid, completely CNC manufactured head with recessed combustion chamber. Eight-fold screw connection. Made in Germany.
Compression ratio for maximum reliability when used with both 58 mm and 60 mm strokes.
Porting layout for high cruising speeds, lots of torque and a wide range of power
The purchase price is refinanced through the moderate consumption values
There is sufficient material on all sealing surfaces and channels to machine the cylinder to the maximum
* The higher Clubman performance specifications are possible with the bgm MRB Big Box Clubman exhaust.
The large Pinasco (213cc / 225cc) has faced considerable competition since the Polini 210 Alu appeared. Both are very well made and durable touring cylinders, but the Polini always has more power and torque due to the larger duct cross-sections.
With the new Vespa cylinder Pinasco 225 Super Sport Pinasco now counters with a revised channel layout. The existing channel design was supplemented by an additional flushing channel on each side. The design is somewhat reminiscent of the classic "boostporting" from the 1970s, in which the experienced tuner manually milled channels into the cylinder barrel surface.
The cylinder still has no overflow channels that are filled directly from the engine housing. The solidly milled piston ensures the required mixture flow. With this trick, Pinasco saved a new (expensive) casting mold and still achieved an increase in the filling. Therefore, both the 213cc and the 225cc can be mounted on the engine housing without modifications.
As a special feature, the cylinder now offers additional threads for screwing the head a total of eight times. However, the supplied cylinder head does not yet support this feature. Compared to the old version, the head is no longer centered via sleeves but via a shoulder in the cylinder head sealing surface.
As with the 177cc Alu V2 versions, the new 213 / 225cc cylinders are no longer manufactured by Gilardoni. Their production, which is overloaded by BMW, forces many Italian tuning manufacturers (including Malossi), who cannot score with massive quantities, to switch to another (non-European) manufacturer. This does not affect the quality, the large Pinasco is still a benchmark in terms of durability and suitability for everyday use.
The cylinders are based on the channel design of the original cylinder and now have two additional flushing channels. In connection with the slightly larger exhaust duct and slightly raised control angles compared to an original cylinder, the Pinasco is ideal for everyone who wants more torque and power in the everyday relevant speed range below 6500rpm, but who wants the basic buffalo characteristics and durability of the original 200cc Want to keep motors.
The 213cc version can be installed without any further modifications (except for the carburettor nozzle).
The 225cc version requires a crankshaft with 3mm more stroke (60mm long stroke shaft).
The 225cc cylinder is already designed for this stroke and does not require any seals other than the seals supplied with the cylinder kit.
Before starting the journey, the main jet should be selected to be sufficiently large so that the engine only accepts throttle with a stutter. Then reduce the main jet until the engine can be accelerated cleanly through all gears. This main jet offers sufficient safety for the start with which the engine can be run in without danger.
https://blog.scooter-center.com/wp-content/uploads/PN0810S601-vespa-zylinder-pinasco-225-super-sport.jpg526700Heiko Lepkehttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngHeiko Lepke2014-02-14 12:34:392014-05-22 08:17:11Vespa cylinder Pinasco 225 Super Sport
... more precisely Polini 210cc aluminum cylinder - because the new cylinder has the following data: Bore: 68,10 / stroke 57
Polini presents the new aluminum cylinder for all Piaggio Vespa PX 200 and Rally 200!
The war of faith Malossi 2011 or Polini 207 or Pinasco 213 In the maximum displacement class, the Vespa scooter with 200ccm receives new arguments.
The torque-heavy design of the Polini207 with steam in all situations was loved by many. But as is always the case with love, there are also days when things don't go quite so smoothly in a partnership.
Incorrect carburetor jets, poor ignition setting or other set-up problems quickly led the old Polini cast cylinder to its thermal limits, and in the worst case even beyond.
This ensured the reputation of the eternal piston clamp, which could be counteracted with expert screws.
Now Polini is making life and screwing easier for all of us, and competition tougher for the competition.
The successful design of the Polini 207ccm is now made of high quality aluminum. With a 68.5mm bore and a great piston with two piston rings, for stable guidance and good heat dissipation, a thermally much more stable starting point for tours and race tuning is created.
Whether simply with the Vespa Sito + exhaust , or thick Membrane aspirator and Resonance exhaust system , We are curious what we will experience with the Polini for performance values.
Visit the - one stop scooter shop - and look for the right ingredients for your engine.
We have ordered a pallet and hope that it will be here as soon as possible. We'll keep you up to date!
We have new tuning cylinders for Vespa scooters in our program.
Parmakit, the legendary tuning company from Italy, is at the start with the following new racing cylinders.
In the product details you can also find some of the portmaps.
