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.
https://blog.scooter-center.com/wp-content/uploads/2016/02/this-is-177.gif250970Heiko Lepkehttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngHeiko Lepke2016-10-12 15:26:032021-10-21 13:01:37bgm 177 cylinder for Vespa available again
In this post we have already introduced you to the new cylinder. Today we give you a little insight into the development of the cylinder. From the beginning of April 2016 the cylinder finally available!
bgm 177 - the development of the Vespa cylinder
Developing a two-stroke cylinder is very exciting.
Countless parameters that have to be taken into account, thousands of test bench runs, repeatedly measured, calculated, tested, thousands of kilometers of road tests ...
Everything to get a cylinder as a finished end product that high-torque and willing to perform is, but also at the same time durable is and uses little fuel.
At the same time, it should offer the broadest possible range of applications for touring riders who simply combine it with series components, as well as for the sporty, ambitious tuner who is more concerned with performance.
Here is a little insight into the test series that were on the daily program for the BGM177.
OVERCURRENT DESIGN
We have tested a wide variety of solutions for the external shape and design of the overcurrent channels.
We created various duct geometries, control angles and cylinder combustion chambers and compared them both on the road and on the test bench.
TEST MOTORS SPRINT150
For some of the tests, in addition to an original Piaggio Sprint, we also used an LML engine housing with original inlet membrane control as a starting point.
The Sprint's motor housing is representative of the very small, original rotary valve inlet of the Largeframe Engines. The rotary valve inlet of a PX125 is only slightly larger than the inlet of the Sprint engines and the control angles of the crankshafts are almost identical. In terms of the expected output, this is the “most unattractive” starting position. Nevertheless, we wanted to know what performance can be expected with these basic requirements or, better yet, which performance can be achieved.
We presented the result on a Sprint engine with the 24mm SI carburetor of the PX200 in comparison to a 12HP 200 engine.
So that you can interpret the graph below a little better, just imagine a normal PX200. Up to approx. 90km / h something like acceleration can still be felt on a standard 200. This speed corresponds to about 5500min? ¹ of the motor. From this speed, the torque of a 200 engine drops so far that it takes some time to reach 100km / h (6000min? ¹). If you now compare these speed points of the blue curve with those of the red curve on the graph, you can see that the BGM177 is still increasing torque in this area. In other words, when the 200 slowly runs out of air, the BGM177 accelerates even further.
BGM177 vs PX200
TEST MOTOR LML150 MEMBRANE
Since the 125cc engine of the Vespa Sprint with the small rotary valve is too restrictive on the power delivery from a certain power and speed level onwards, we used an LML engine housing for various tests and comparisons. The LML motor housing offers the best prerequisites due to the diaphragm inlet that is already present at the factory and the large overflow channels in the housing. As a result, for example, an inlet that is too small or differently designed overflow channels can have no or only an insignificant influence on tests within a test series.
So on the LML housing you can easily switch between an SI carburetor and a large, adult intake manifold.
We performed the tests in this area with a pre-series cylinder with small duct cutouts in the cylinder base and started with a piston specially made for this test.
The aim of the game was to find out how much space the piston must allow for the overflow duct due to its design in order to ensure good filling. The piston was manufactured in such a way that the clearance around the piston pin in the area of the ÜS channels could be continuously modified by milling.
We tested each of these intermediate steps on our test bench to find out which shape or which combination works best.
TEST OVERCURRENT CROSS SECTION, CYLINDER BASE
The test series below was run on an LML membrane motor with a 24 SI carburetor, BigBox Touring and pistons and ducts that have just been processed in different ways.
At this point in time, the cylinder head was still relatively highly compressed. With the cylinder head in series production, we have reduced the compression somewhat in favor of a broader performance curve.
In its original state, the test piston had the contour of an original PX piston. The piston skirt was closed on the red curve (similar to Piaggio, Polini, Grand Sport, ...)
In the blue curve, the piston has been exposed by a few millimeters in the area around the piston pin. The picture above shows such a piston.
The green curve shows the power curve with partially open overflow channels at the cylinder base and the machined piston. The released area of the channels in the cylinder base corresponds to approx. 80% of the possible channel area that the cylinder can offer.
RED CURVE: Closed piston skirt
BLUE CURVE: Half-open piston skirt
GREEN CURVE: Open piston skirt
The BGM177 can therefore be equipped with a gearbox from the 200 series engines without any problems and offers significantly better performance than the large 200 series engine.
The PX125 and PX150 motors were equipped with a gearbox from around 1982 that is almost identical to that of the PX200. With these engines, the primary drive can be extended directly in order to convert the gained power into speed.
The use of a primary gear with 64 teeth would be recommended here. Depending on the desired area of application, the overall reduction can then be adjusted accordingly with the coupling pinion. The primary gear with 64 teeth offers the advantage that the bgm clutch pinions with 22, 23 and 24 teeth can be used.
This offers the possibility of changing the engine from “sporty short for the city (22/64)” to “Autobahn - everything that works (24/64)”.
In the next post we equip our LML test engine with different carburetors and intake manifolds ...
https://blog.scooter-center.com/wp-content/uploads/2016/03/bgm177-zylinder-entwicklung.jpg5321060alexhttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngalex2016-04-01 07:35:522019-11-22 17:06:16BGM PRO 177 cc cylinder for Vespa PX125-150, Sprint150 Veloce - part 2
Here we want you the new one BGM177 cylinder imagine the starting April 2016 will be available.
First video BGM177 - the 177 cylinder for Vespa
We showed the cylinder for the first time at the Scooterists Meltdown. The new Online Scooter Magazine SLUK interviewed Philipp and created an exclusive video for our new cylinder:
Suitable for all Vespa 125/150 Largeframe Engines with 3 overcurrent channels.
These include:
Vespa PX125,
Vespa PX150,
Sprint 150Veloce,
Vespa GTR125,
Vespa TS125 and the
Cosa 125/150 models.
Powerful and reliable aluminum cylinder
With the BGM177 we provide you with a powerful and reliable companion.
Many ideas have flowed into the design of the cylinder, so that you can use the cylinder in one as possible wide performance range can use.
Like all modern cylinders, the BGM177 is also made of aluminum.
This has the advantage of very good heat dissipation, which benefits durability, consumption and performance.
A cast aluminum piston with two piston rings works in the extremely wear-resistant nickel-silicon-carbide-coated cylinder bore.
Very light piston
Due to the design and the high silicon content in the material, the piston can be held very light at 193 grams with great thermal and mechanical stability.
This benefits the freedom of rotation and smoothness.
The 1mm thick piston rings are made by a well-known manufacturer in Italy who also supplies leading piston manufacturers such as Vertex and Meteor with high-quality piston rings. The slim rings minimize friction and thus increase performance. In addition, they enable the exhaust duct window to be expanded without any problems.
The piston pin has a biconical design, ie it is thinner at the ends than in the middle. This further helps to reduce the weight of the moving masses.
Aluminum cylinder with ceramic coating and large transfer ports
In the cylinder, the large channel surfaces and the large volume of the overflow channels offer the best basic conditions for a broad performance characteristics , and a early onset of torque.
The BGM177 can be combined with simple series components such as the original SI20 carburetor and an original exhaust. This means that the BGM177 already offers a significant increase in performance. The modern design of the cylinder helps him too much low consumption values at the same time high torque from the lower speed range.
Cylinders with great tuning potential
If you are looking for more power, the BGM177 offers sufficient potential and options to achieve the Performance with little effort to raise further. The cylinder reacts very well to a larger carburetor and a supporting exhaust system, such as the bgm BigBox Touring Exhaust system.
The overflow channels in the cylinder base can be expanded very easily. The two large overflow channels on the left and right are only covered by a small sprue in this area. These can easily be opened with a small hand milling cutter. Here, either the cylinder can be adapted to an already revised motor housing or the full duct cross-section can be transferred to a motor housing.
CNC milled cylinder head
The CNC-milled cylinder head is with many cooling surfaces and thanks to the clearance in the middle of the cylinder head, as little heat as possible is bound above the combustion chamber.
In the franking there is also a possibility of a Temperature sensor to assemble. The temperature can be reliably tapped this close to the combustion chamber.
The usual methods, in which, for example, a temperature sensor with an adapter ring is mounted under the spark plug or screwed to a cooling fin on the outside using a thread, do not show any useful values. They only allow you to assess how warm the cooling air near the spark plug or how warm the cylinder head is on the outside of the cooling fin - in our opinion, these positions are simply unsuitable for reliably determining a temperature value. Therefore, bgm uses the positioning very close to the combustion chamber.
Combustion chamber for a wide range of services
The combustion chamber geometry is designed for a wide range of performance. The shape of the combustion chamber cap also allows the use of strong resonance exhaust systems with an appropriately adapted pinch edge. On a 57mm stroke with a touring or box exhaust, the pinch edge can be adjusted to 1mm using the enclosed seals.
If the cylinder is operated with a resonance exhaust and a stroke of 60mm, we recommend that you start with the pinch edge at 1,2mm.
Valve timing 57mm
On a motor with a 57mm stroke you will achieve the following values with a pinch edge of 1mm:
Compression 10,3: 1
Overcurrent angle 118 °
Outlet angle 171 °
The large length of the cylinder enables the cylinder head to be centered in the bore of the cylinder with a 4mm thick shoulder. Due to the shoulder, the cylinder head gasket is still perfectly centered even in the event of a stroke change and cannot stand in the combustion chamber. If the stroke is changed to 60mm, the cylinder can also be raised further, depending on the planned motor concept, in order to achieve significantly larger overcurrent angles.
Valve timing 60mm
On a motor with a 60mm stroke, the following values are achieved with a pinch edge of 1mm:
Compression 10,8: 1
Overcurrent angle 123 °
Outlet angle 173 °
The outlet width is 42mm (66%) and therefore offers good conditions for a high-revving engine even with short control angles.
BGM177 vs PX 200 12hp
Plug & Play with a lot of power
Here is a comparison between a BGM177 and a standard Rally200 with 12PS Piaggio cylinder (comparable to a Vespa PX200 GS).
The BGM177 cylinder is unchanged in this attempt and is on a Sprint Veloce engine.
The inlet, crankshaft and ducts in the engine have not been machined.
Only one SI24 carburetor the 200cc model was assembled without adjusting the carburetor pan or the engine housing, as well as with a BGM BigBox Touring combined.
The spraying is very much based on the original 200ccm equipment:
Main air correction nozzle: 160
Mixing tube: BE3
Main jet: 125
Idle nozzle: 55/160
Air filter: standard (without additional holes)
The pre-ignition was set to 19 ° BC. set.
The broad power range (smooth lines) and the high available torque (dotted lines) from idle can already be seen very nicely on this not further optimized engine.
[Table id = 2 /]
In the next article we will then deal with increasing the performance of the cylinder. An LML membrane motor will serve as the basis for this.
https://blog.scooter-center.com/wp-content/uploads/2016/02/vespa-177-bgm-zylinder-2.jpg5321060alexhttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngalex2016-03-01 08:39:072019-11-22 17:06:57177ccm cylinder bgm PRO for Vespa PX, Sprint and Co
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
Malossi has the channel design of the 136cc cylinder for the Vespa Smallframemodels (PV125, ET3, PK80-125) significantly revised and modernized. So the new cylinder bears Vespa cylinder MALOSSI 136 cc MK 2 entitled “MK 2”
The direct inlet is now significantly larger, the support channel (boost port) is divided into two parts and supplied directly via the inlet channel (the predecessor here only had three pockets milled into the track).
Direct suction or membrane
That’s what stayed universal usability as either a direct suction device (via an optionally available suction nozzle with internal membrane) or, quite conventionally, via the standard rotary valve inlet control. If the cylinder is to be controlled via the direct inlet, the supplied sealing plate is used to close the rotary valve. The reed valve manifold is also newly developed and bigger, ie the old 136cc cylinders don't fit here anymore.
The direct inlet offers the possibility to achieve a high basic performance without having to rework the motor housing. The patented CVF2 system with permeable piston skirt enables good filling even in the upper speed range without the overcurrent areas in the motor necessarily having to be adjusted.
CONCLUSION:
The Vespa cylinder MALOSSI 136 cc MK 2 is a high quality and powerful Vespa Smallframe Cylinder in the gray cast iron class, which already offers very good performance out of the box. Can be ideally combined with PM40, VSP or "Franz" exhaust systems.
The “old” Polini 207 gray cast iron cylinder is a feared opponent thanks to its enormous torque, but due to the material used, it is not considered to be thermally very durable.
Thanks to the new Polini 210 Alu, this shortcoming is now a thing of the past. Due to the significantly better thermal properties of the hard-coated aluminum cylinder, the kit now runs thermally much more stable than its older cast iron counterpart. If the version for the standard hub of 57mm has already become a real bestseller, Polini is finally laying it at our request a version for the use of a long stroke shaft with 60mm stroke according to! This results in a whopping 221ccm, more than enough to get around quickly with a vehicle that usually weighs less than 100kg.
Overcurrent channels
The channel design of the cylinder was also adopted here from the well-known cast iron cylinder, but the control angles have been slightly changed / extended.
Performance
If the cylinder with 210ccm is already good for almost 15 HP and 20 Nm of torque on the rear wheel, the long-stroke variant adds several coals. The lower area, which is already very strong, is reinforced again, and the power peak and the band are expanded upwards.
Of course, the cylinder reacts with even more power to further expansion stages.
-Setup
Depending on the purpose, ours is recommended here
The Polini is the tractor among the conversion cylinders. Its full torque and the good pulling power predestine this cylinder for the long tour as well as for the next traffic light duel! Now even stronger with an extra 10ccm!
Short facts:
Bore: 68,5mm
Stroke: 60mm
Connecting rod length: 110mm (series)
Displacement: 221ccm
Cylinder head: Included in delivery
Piston: cast iron, 2 piston rings
Special: crankshaft with 60mm stroke required
Attention:
Please always assemble piston rings carefully. Piston rings made of cast material are only elastic to a limited extent and break relatively quickly.
Some pistons have trapezoidally profiled piston rings (so-called keystone rings), these only fit in one installation position. If the ring does not move freely, please loosen it carefully and turn it back into place 'upside down'.
Piaggio is redesigning the Vespa PX, which has been built since 1977, and introducing the Vespa Acrobaleno and Vespa Lusso. In Germany the following and the subculture around the Vespa is getting bigger and bigger.
At the same time, one of the most popular tuning parts is being developed. The legendary Malossi aluminum cylinder with Nicasil coating for the Vespa 200 engines (PX 200, Rally 200, Cosa 200). It becomes the basis for many extremely tuned engines and a reliable companion with plug-in tuning.
2008 New cylinder head
Vespa tuning is becoming more and more extreme. 25 years after his birth there is an update for THE CYLINDER. The update essentially consists of a revised cylinder head.
2013 Sport & MHR cylinder
Engines with 30+ HP are no longer uncommon. This time it only takes 5 years to evolve. There will be 2 versions.
Here are the features of the new cylinders:
Aluminum cylinder
Nicasil coating
Completely revised channels
2 different portmaps for the outlet channel
SPORT: for touring
MHR: for racing
Cylinder head with O-ring seal
Cylinder head with bushings for centered alignment of the head
The sport version should be the touring cylinder. Comparable to the previous 210 Malossi. It should be possible to drive it with the original or slightly tuned crankshaft, with original carburettors up to 30mm carburettors and sports exhausts.
Malossi cylinder 3115567 MHR Vespa 200
Malossi recommends a racing crankshaft, carburetors from 30mm and racing exhaust.
We ask for a little patience here. Of course, we ordered the new cylinders straight away. As soon as we have the Malossi cylinders on the table, we will take a look at the details and test them directly on our in-house dynamometer. We'll keep you up to date here!
Polini's plan to bring the well-known 210cc aluminum cylinder for the PX onto the market in a long-stroke version (we reported), is finally taking on concrete forms.
The new cylinder, which is presumably the well-known 210ccm cylinder (but with a longer raceway) in terms of layout, is delivered with a special cylinder head suitable for the stroke of 60mm. Further details such as control angle, compression and a performance specification are unfortunately not yet known, but we will send them as soon as available.
The The cylinder head is also available separately, since, according to Polini, it also fits the kits made of aluminum and gray cast iron with normal stroke. One will see how this is solved and what the interesting side of the head looks like.
We have published here what the 'normal' version of the Polini with series stroke (57mm) can do:
We expect one from the new version even broader performance curve than with the 210ccm variant, as the control angle inevitably increases through the use of a 60mm long-stroke shaft. Hopefully Polini will counteract the disadvantage of an excessively high overcurrent angle by adapting it by extending the cylinder's path. This would certainly result in an engine concept that many would like for everyday use: A lot of pressure from the low rev range, a strong middle and sufficient revving power for the motorway. The whole thing without the thermal balancing act of the old cast iron cylinders.
Polini also offers a crankshaft with a 60mm stroke to match your cylinder:
Polini speaks of a very well balanced shaft which, thanks to tungsten inserts, should run with very little vibration even at high speeds. A modified intake time should also release more power. Here, too, we will submit all further information as soon as we receive it or have checked it ourselves.
With currently 179,99 € it is significantly cheaper despite the highest quality material (connecting rod + bearing!) and offers a sensibly extended inlet control angle perfect power package without the disadvantage of many other waves of spitting back into the gasr.
And finally ... Here, too, Polini is making clear its pioneering role in terms of product innovations for switch scooters. While competitor Malossi is currently limited to giving a new coat of paint to tried-and-tested but aging products simply by assigning new item numbers, Polini shows what you can do with tried-and-tested parts but a little more courage and innovative spirit.
In terms of price, the cylinder will certainly be slightly above the 210cc cylinder move because the long stroke kit is delivered with a cylinder head.
Cylinder and shaft together offer a high-capacity touring package that with a little attention to detail will certainly scratch the 20PS brand without having gear connection problems.
What more do you need?
Certainly one of the nicest innovations for PX200 drivers since the invention of the BGM Superstrong Cosa clutch...
https://blog.scooter-center.com/wp-content/uploads/140_0084_87_maxi.jpg400500Uwehttps://blog.scooter-center.com/wp-content/uploads/2023/08/SC_BLOG-300x69.pngUwe2012-10-26 15:21:032019-01-10 09:19:37Polini aluminum cylinder with 221ccm (60mm long stroke) for Vespa PX200 (P1400084)
