BFA/FRT 180 cc high-end touring cylinder for Vespa Smallframe – Ø64 mm, 56 mm stroke, direct intake with diaphragm and original Piaggio stud configuration.
The BFA/FRT 180 cc brings an exceptionally large displacement and correspondingly high power potential to the classic Vespa small-frame design. Despite the Ø64 mm bore and 180 cm³ class, the original Piaggio stud pattern is retained.
Technically, this is a direct-intake cylinder designed without compromise for high performance: An aluminum cylinder with a Nikasil coating, five transfer ports, a forged Wössner piston, a carbon diaphragm, and a specially designed cylinder head form a package consistently geared toward competition and high-performance small-frame engines.
180 cc Ø64 mm 56 mm stroke 5 cross-flow ports Direct intake Diaphragm Wössner forged piston High-speed touring cylinder Peak approx. 7,000–8,000 rpm approx. 23 Nm
The unique feature of the BFA/FRT concept lies in the combination of very large displacement and the classic small-frame stud-type layout. The cylinder is still based on the Piaggio small-frame design, but requires corresponding machining of the engine case for installation.
Several suitable crankcase bases are available for the BFA/FRT 180. The compatible BFA engine cases—which are designed for high-performance Smallframe configurations—are a particularly obvious choice. Alternatively, the cylinder can also be mounted on a VMC engine case or on a properly prepared original Piaggio Smallframe engine case.
Regardless of the chosen base, the cylinder mount, overflow port, and crankshaft clearance must be compatible with the specific setup. For VMC and Piaggio casings, therefore, appropriate machining must be planned.
The BFA/FRT 180 uses its displacement not only for peak power but, above all, for early and strong torque. This makes it significantly more touring-friendly than a small-frame design, which only develops its power at very high RPMs.
It is precisely this combination of large displacement, moderate RPM levels, and high torque that makes the 180 particularly interesting for fast street and touring engines, where it’s not just maximum dyno power that counts, but above all a strong and broad usable power band.
The aluminum cylinder features five cross-flow channels. Intake does not occur via the classic rotary valve in the engine block, but directly through a diaphragm into the cylinder.
The system includes a BFA/FRT carbon diaphragm. The intake manifold is made of a special polymer and features an integrated flow guide. According to the current manufacturer’s instructions, the intake manifold is available in 35-mm and 40-mm versions.
The system also includes a cover plate for the original engine case inlet. This deactivates the traditional case inlet and fully converts the engine to direct intake.
The cylinder is made of aluminum and features a Nikasil-coated running surface. This design combines the aluminum body’s excellent heat dissipation with a wear-resistant running surface.
BFA/FRT combines the cylinder with a Wössner forged piston (Ø64.00 mm). The piston has a graphite coating and uses a piston pin with a diameter of 15 mm.
The aluminum cylinder head is hard-anodized and features a recessed mounting for the cylinder. Sealing is provided by a high-temperature-resistant O-ring. Additionally, the head is secured with four M6 bolts.
The 180 features a one-piece exhaust port. The exhaust port has a diameter of Ø38 mm.
The bolt hole spacing for the exhaust mounting is 60 mm. BFA/FRT has designed the cylinder so that standard aftermarket exhaust systems with a bolt hole spacing of approximately 60–62 mm can be used.
| Recommended compression edge | 1.1–1.3 mm |
|---|---|
| Fixed ignition | 18–19° before TDC |
| Variable ignition | 26–27° before TDC at 3,000 rpm |
| Manufacturer-specified variable ignition | VAPE Sport |
| Mixture oil | 2.5% according to BFA/FRT |
| M6 cylinder head bolts | 9–11 Nm |
|---|---|
| M7 stud nuts | 14–16 Nm |
BFA/FRT recommends using its own M7 stud set (158 mm long) for installation.
| Manufacturer | BFA Motori / FRT Racing |
|---|---|
| Displacement Class | 180 cc |
| Characteristics | Large-displacement, high-speed touring cylinder |
| Typical power peak | Depending on the exhaust system, approx. 7,000–8,000 rpm |
| Torque | About 23 Nm with the right overall setup |
| Material | Aluminum |
| Bearing surface | Nikasil-coated |
| Bore | Ø64.00 mm |
| Stroke | 56.00 mm |
| Connecting rod length | 110.00 mm |
| Piston pin | Ø15.00 mm |
| Piston | Wössner forged pistons, graphite-coated |
| Overflow valve | 5 |
| Intake | Direct intake with carbon diaphragm |
| Intake manifold | Special polymer with integrated flow guide, 35 or 40 mm according to the manufacturer’s instructions |
| Outlet | One-piece |
| Outlet diameter | Ø38.00 mm |
| Exhaust hole spacing | 60 mm; cylinder designed for systems with approximately 60–62 mm |
| Overflow width Housing sealing surface | 80 mm; expandable to 92 mm according to the manufacturer |
| Spark plug position | Center |
| Stud pattern | Piaggio Smallframe |
| Application | Racing / Off-Road Use |
The BFA/FRT 180 is technically designed as a high-performance tuning cylinder. The cylinder kit does not include general approval for use on public roads; therefore, the applicable regulations and the possibility of individual approval must be verified before use.
The BFA/FRT 180 is a small-frame cylinder with an exceptionally large displacement and a clear touring focus. Rather than delivering its power only at extremely high RPMs, it combines a power peak in the range of approximately 7,000–8,000 RPM with about 23 Nm of torque and a broad usable power band.
This makes the cylinder an excellent fit for fast street and touring motorcycles that need to accelerate powerfully from any RPM. Compatible BFA engine cases provide the obvious foundation; alternatively, VMC cases or carefully machined original Piaggio cases can also be used.
Precise engine assembly remains crucial: the cylinder mount, overflow port, crankshaft clearance, compression edge, ignition, and exhaust must be tuned as an integrated system.
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