Cylinder -PINASCO 213 ccm Super Sport, stroke=57mm, b=Ø69mm- Vespa PX200, Rally200

Revised Pinasco 213cc cylinder - more torque and stability for PX200 and Rally200

Pinasco now counters with a revised cylinder. The existing port design has been supplemented by an additional scavenging port on each side. The design is somewhat reminiscent of the classic "boostporting" from the 1970s, in which the experienced tuner milled additional channels into the cylinder bore by hand.

The cylinder therefore still has no overflow channels, which are filled directly from the engine housing. The solidly milled piston ensures the required mixture flow. With this trick, Pinasco has saved on a new (expensive) casting mold and still achieved an increase in filling. As a result, both the 213cc and the 225cc can be fitted without modifications to the engine housing. Only the boost port, which also has a direct connection to the crankcase on the original cylinder, has been made slightly larger here. However, adaptation is not absolutely necessary for perfect operation. Most of the filling is done via the main transfer ports, so adjusting the boost port here would be purely cosmetic

. As a special feature, the cylinder now has additional threads for bolting the head together eight times. However, the cylinder head supplied does not yet support this feature. Compared to the old version, the head is no longer centred via sleeves, but via a shoulder in the cylinder head sealing surface.

Optimized port geometry and revised cylinder architecture

As with the 177cc aluminium V2 versions, the new 213/225cc cylinders are no longer manufactured by Gilardoni. Their production is overloaded by BMW, forcing 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 bank 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 scavenging channels. In conjunction with the slightly larger exhaust port compared to the original cylinder and slightly raised steering angles, the Pinasco is ideal for anyone who wants more torque and power in the everyday speed range below 6500 rpm, but wants to retain the basic buffalo characteristics and durability of the original 200cc engine.

• The 213cc version can be fitted without further modifications (except for carburetor jetting)
• The 225cc version requires a crankshaft with 3 mm more stroke (60 mm long stroke shaft)
• The 225cc cylinder is already designed for this stroke and does not require any gaskets other than those supplied with the cylinder kit

The main jet should be set sufficiently large before starting to drive so that the engine only takes up gas with a stutter. Then reduce the main jet until the engine can be accelerated cleanly through all gears. This main jet provides sufficient safety for the start, with which the engine can be run in without danger.

The pre-ignition depends on the other components selected, but is usually between 21 and 23° TDC

(US).