Vespa cylinder Pinasco 225 Super Sport

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.