Cylinder -POLINI 210 cc (2023) Alloy- Vespa P200, Rally200 - with cylinder head

POWERFUL TOURING CYLINDER -POLINI 221CC- FOR VESPA PX200, RALLY200, COSA200

UPDATE
Polini has given the 210/221cc aluminum cylinder based on the 207cc cast iron cylinder a successful update. The cylinder now has a bolt-on exhaust flange (previously steel ring around aluminum exhaust) and a piston from Meteor (Italy). This is now much more massive and also visually hardly distinguishable from its apparent prototype from Bologna. The kit is of very high quality and can now certainly be called indestructible.

SPECS

• Bore: Ø68,5mm

• Cylinder material: Aluminum with carbide coating

• Piston: Meteor with large scavenging windows and ribbing in the piston crown

• Exhaust flange: Bolted, with fiber gasket

• Cylinder head: Central with cooling fins also on the bottom and centering pins

• Head gasket: Copper (0.75mm)

• Foot gasket: Aluminum (0.25mm)

ALTBEKANNTER BÜFFEL
Also positive is that Polini has not changed the layout of the scavenging. The buffalo-like character of the Polini is therefore still preserved and will certainly still find many friends. The Polini is and remains ideal for original and little worked on engines. Here he can score with his early and high torque. This makes it ideal for those who place a lot of emphasis on pulling power, longevity (through low revs) and low consumption.

The cylinder is available in two versions:

• Stroke: 57mm (P21400231) = 210ccm

• Stroke: 60mm (P21400232) = 221ccm

210CCM
The 210cc version is ideal for those who want to do a cheap but effective 'plug-in tuning'. This means that apart from the cylinder change and possibly another exhaust, no other changes are made to the engine (ignition and carburetor adjustments are of course mandatory here according to the instructions). Power values around 15HP as well as a final speed of real 105-110km/h (depending on gear reduction) are realistic.

221CCM
The 221cc version is aimed at the more ambitious mechanic who wants to replace the existing crankshaft with a long stroke shaft with 3mm more stroke (60mm instead of 57mm). The larger displacement is generated here only by the larger stroke, the bore remains identical. The long-stroke shaft also has longer intake timing angles, which increases the general performance of the engine. Together with the increase in displacement, this results in an engine that can be driven much more confidently and already offers around 17-20 HP (depending on the exhaust) with a high and wide torque band. A sustained cruising speed of around 120km/h is easily achievable with this kit and a longer primary reduction. We recommend here our straight-toothed BGM PRO primary with 23/62 teeth. This is already sufficiently long, but still offers significant reserves if the tuning should be even more powerful.

CONCLUSION
The Polini is a safe bank. It offers a lot of driving fun without shortening the life of the engine. A PX200 with Polini cylinder feels like a (unfortunately never built) PX250.