Cylinder Kit 177/187cc Aluminum BGM PRO for Vespa PX Cosa LML Star

Availability : Available in 30 days

Art.: 003446

Weight: 3.50 Kg

€296.09

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Description

BGM PRO 177CC CYLINDER FOR VESPA PX125/150 (ALSO WITH ELECTRIC STARTER)

New version of the proven BGM177 cylinder for Vespa PX125/150, now also suitable for vehicles with electric start.

EVERYDAY PERFORMANCE
The BGM177 cylinder is a very powerful, durable and completely everyday conversion cylinder. It covers a very wide range of applications. By simply swapping the cylinder, you can more than double the power of the stock 125cc engine and ride on the wave of great torque with ease. Likewise, the exact same cylinder can transform the engine into a beast with over 20 HP if it finds the right environment (carburetor, exhaust, crankshaft). Thus, the cylinder offers beginners a perfect base to be able to expand this, as needed, more and more.

The BGM PRO 177 replaces the original cylinder, the conversion is simple and easy to overhaul if necessary. With its large displacement of 177ccm, the BGM PRO 177 always offers a safe and relaxed driving experience. The engine is as powerful as a 200cc machine, but with exactly the same reliability and durability. It achieves this by operating in the same rpm range as a standard engine. Low fuel consumption and the associated high autonomy are another advantage of the cylinder BGM PRO 177. The cylinder is designed to be fully compatible with all stock components. The only adjustment made is a change of carburetor jet and a spark plug with adjusted heat value.

CHARACTERISTICS
The cylinder BGM PRO 177 is a hard ceramic coated aluminum cylinder with a bore of 63 mm. The coating (nickel silicon carbide) provides an extremely hard and durable stroke. The piston has a high silicon content. This means it has lower thermal expansion, is more wear resistant and thermally very stable. Two 1 mm thick piston rings minimize friction and increase performance and speed stability.

Cylinder material: aluminum
Raceway: Nickel-silicon-carbide coated
Hole: Ø 63mm
Displacement 57/60mm Stroke: 177/187cc
Piston: High silicon cast piston with two 1mm steel rings
Recommended pinch point: 0.8- 1.2mm

CYLINDER HEAD
The cylinder head is CNC machined from solid. The combustion chamber is countersunk 4 mm deep into the cylinder for perfect centering. This also makes it much easier to adjust the compression edge and the seal is always guaranteed. There is a thread in the center to mount a temperature sensor. The compression ratio was deliberately chosen low and is 10.3:1. For this reason, the squish edge can be lower than with other comparable cylinders.

FURTHER TUNING
The cylinder kit is designed as a plug 'n play solution. The cylinder offers, with full reliability, however, still a lot of upward potential. With a 24mm carburetor of the 200cc models and an exhaust BGM Big Box Touring the power is already around 15hp and the torque around 17 - 19Nm at the rear wheel. BGM PRO 177 responds very willingly to all performance improvement measures such as:

A suitable exhaust system (BGM BigBox Touring (BGM1011TR), Polini Box (P2002018)).
A larger carburetor (BGM PRO Faster Flow SI24 (BGM8570))
Crankshafts with extended intake times (BGM031120G) and/or multiple strokes (BGM031121G)
An optimized pole wheel (BGM8025RT)
Optimization of the intake tract (milling of the intake port)
Widening of the overflow channel surfaces in the sealing surface of the cylinder base and in the Engine housing (The overflow channels of the cylinder base have a gate. This makes the channels on the cylinder equal to those of the Engine case. The sprue can be easily removed to use the full channel section.)

MORE DISPLACEMENT AND POWER
The cylinder is factory-prepared for use with a crankshaft with a longer stroke (60mm instead of 57mm as standard). This increases the displacement to a whopping 187ccm and the timing angles that determine the power of the ports are increased. With appropriate crankshafts and further engine modifications, the cylinder can also be used without any problems with an even longer stroke (up to 64mm, see KINGWELLE crankshafts). With this it reaches the full 200cc, but needs an intake control via a diaphragm intake (for example from MRP Racing 3331680 or 3331682) due to the necessary crankshaft.

IGNITION
The cylinder BGM PRO 177 is already very efficient and powerful thanks to the CNC optimized cylinder head with a strictly tolerated squish edge. The highest quality ignition components ex works on models Vespa PX up to 2011 are therefore ideal for continuous operation. Special ignition modules or a variable ignition adjustment are therefore not necessary to achieve high performance and reliability. A simple static ignition setting of 19° from TDC is recommended, but the cylinder can easily be used with the 18° pre-ignition as factory set on the PX125E models. Models from 2011 onwards use ignition components from China that do not allow a very high rpm. Here it can be converted by replacing the ignition base plate, the pole wheel and the CDI to the older, better design. We also offer a complete set (BGM666PXL). However, with this set the possibility of using an electric starter is omitted (the pole wheel does not have a gear ring for the electric starter).

STEERING ANGLE

Stroke 57mm: Overflow 118°, Exhaust 171° (with 0.2mm foot gasket, without head gasket)
60mm stroke: 123° overflow, 173° exhaust (with 0.2mm foot seal, 1.5mm head spacer)
(Head spacer for 60mm stroke not included, available as an option, see accessories)

TRANSMISSION
Many customers extend the gear ratio already in the low power phases to be able to utilize the newly gained power of the engine even better. This is done by simply replacing the clutch pinion. This is relatively easy to achieve after removing the rear wheel and the clutch cover behind it. Alternatively, it is also possible to switch directly to a reinforced clutch type (see accessories). After that, the gears can be accelerated significantly more and the maximum achievable speed is increased. The engine has so much power that acceleration is usually better because you do not have to shift as much or as quickly.

Generally the gear reduction can be longer than usual in the 177cc class due to the high torque. If you use a touring oriented exhaust with initial support (BigBox Touring, Polini Original Box) you should use at least a clutch pinion with 23 teeth on a PX125. We carry them especially for the original primary wheel with 68 teeth (see accessories). Engines with long stroke shaft will also easily pull a 24/65 reduction on PX125 gearboxes.

CONCLUSION
Universal plug 'n play cylinder kit with early power onset, wide rpm range, reliability like an original cylinder, low fuel consumption and therefore an unbeatable price/performance ratio!