Cylinder (w/o head) -BGM PRO 177/187 cc- Vespa PX125, PX150, Cosa125, Cosa150, GTR125, TS125, Sprint Veloce (VLB1T 0150001-), LML Star 125/150, Stella 125/150

Preview: Cylinder (w/o head) -BGM PRO 177/187 cc- Vespa PX125, PX150, Cosa125, Cosa150, GTR125, TS125, Sprint Veloce (VLB1T 0150001-), LML Star 125/150, Stella 125/150

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 starter.

HERE AS REPLACEMENT CYLINDER INCLUDING PISTON BUT WITHOUT CYLINDER HEAD

Scope of delivery:

Cylinder
piston
Piston rings
piston pin
Piston clips
Gasket kit

EVERYDAY PERFORMANCE
The BGM177 cylinder is a very powerful, durable conversion cylinder that is fully suitable for everyday use. It covers a very wide range of applications. You can already more than double the power of the 125cc stock engine with it, by just swapping the cylinder, and surf the big torque wave wonderfully. Likewise, the exact same cylinder can transform the engine into a beast with over 20hp 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 revise if necessary. With its large displacement of 177ccm, the BGM PRO 177 always offers a confident and relaxed driving experience. The engine drives with it powerfully like a 200cc machine, only more pointed but with exactly the same reliability and durability. He achieves this by working in the same speed range as a series engine. Low fuel consumption and the associated high range are another bonus of the BGM PRO 177 cylinder. The cylinder is designed to be fully compatible with all stock components. The only adjustment that is made is a change in carburetor jetting and a spark plug with adjusted heat value.

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

Cylinder material: aluminum
Raceway: nickel-silicon carbide coated
Bore: Ø 63mm
Displacement 57/60mm Stroke: 177/187 cc
Piston: cast piston with high silicon content and two 1mm steel piston rings
Recommended pinch point: 0,8- 1,2mm

FURTHER TUNING

The cylinder kit is designed as a plug 'n play solution. The cylinder offers, with full reliability, but still a lot of potential upwards. With a 24mm carburetor of the 200cc models and a BGM Big Box Touring exhaust, the power is already around 15 hp and the torque at 17 - 19Nm at the rear wheel. The BGM PRO 177 responds very gratefully to all performance-enhancing 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 timing angle (BGM031120G) and/or more stroke (BGM031121G)
An optimized pole wheel (BGM8025RT)
Optimizations on the intake tract (milling of the intake port)
Enlargement of the overflow channel surfaces in the cylinder base sealing surface as well as in the motor housing (The overflow channels at the cylinder base have a gate. This means that the channels on the cylinder correspond to those on the engine housing. The sprue can be easily removed to use the complete cross-section of the channels).

MORE DISTRACTION AND POWER
The cylinder is already prepared at the factory to be used with a crankshaft with a larger crankshaft stroke (60mm instead of 57mm like stock). This increases the displacement to a whopping 187cc and increases the power determining timing angles of the channels. With appropriate crankshafts and further modifications to the engine, the cylinder can also be used with even greater stroke (up to 64mm, see crankshafts KINGWELLE) without any problems. With this it then reaches the full 200cc, but due to the necessary crankshaft it needs an intake control via a diaphragm intake (e.g. from MRP Racing 3331680 or 3331682).

IGNITION
The BGM PRO 177 cylinder is already very efficient and powerful due to the optimized CNC cylinder head with a tightly toleranced squish edge. The very high quality ignition components ex works on Vespa PX models up to 2011 are therefore ideal for continuous operation. Special ignition modules or a variable ignition adjustment are therefore not necessary for high performance and reliability. A simple static ignition setting at 19° from TDC is recommended, but the cylinder can be operated without problems with the 18° pre-ignition as set at the factory on PX125E models. Models from 2011 onwards use ignition components from China which do not allow very high revs. Here can be converted by replacing the ignition base plate, the pole wheel and the CDI to the old, better build condition. We also offer a complete set (BGM666PXL). However, with this one, the possibility of using an electric starter is omitted (the pole wheel does not have a ring gear for the electric starter).

STEERING ANGLE

57mm stroke: overcurrent 118°, exhaust 171° (with foot seal 0.2mm, no head seal)
60mm stroke: overflow 123°, exhaust 173° (with foot gasket 0.2mm, head spacer 1,5mm)
(head spacer for 60mm stroke not included, optionally available, see accessories)

TRANSMISSION
Many customers lengthen the transmission ratio in the aftermarket even in low power upgrades to make even better use of the engine's newfound power. This is done by simply replacing the clutch pinion. This is relatively easy to do after removing the rear wheel and the clutch cover behind it. Alternatively, it is also possible to change directly to a reinforced clutch type (see accessories). After that, the gears can be accelerated significantly further and the achievable top speed is increased. The engine has so much power that the acceleration is usually also better because not so much or fast shifting is required.

In general, the gear reduction can be longer than usual in the 177cc class due to the high torque. If a touring oriented exhaust with early starting support is used (BigBox Touring, Polini Original Box) at least a clutch pinion with 23teeth should be used on a PX125. We carry these specifically for the original primary gear with 68 teeth (see accessories). Engines with long-stroke shaft also easily pull a 24/65 reduction on PX125 gearbox.

CONCLUSION
Universal plug 'n play cylinder kit with early onset of power, wide speed range, reliability as with an original cylinder, low consumption values and thus an unbeatable price-performance ratio!

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€259.00 *

incl. VAT plus shipping costs

Available immediately (delivery time 1-3 working days*)

P For this item you get fidelity point/s

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