Update: bgm177 - Vespa cylinder for 125cc engines, Elestart

Update for the bgm PRO 177 Vespa cylinder PX125/150

The new version of the legendary BGM177 cylinder for Vespa PX125/150 now fits vehicles with electric starters without any modifications.EVERYDAY PERFORMANCEThe BGM177 cylinder is a very powerful, durable conversion cylinder that is fully suitable for everyday use. It covers a very wide range of possible applications. By simply replacing the cylinder, you can more than double the power of the 125cc standard engine and surf the big torque wave with ease. In the same way, exactly the same cylinder can transform the engine into a beast with over 20 hp if it finds the right environment (carburetor, exhaust, crankshaft). The BGM PRO 177 replaces the original cylinder and the conversion is simple and easy to overhaul if necessary. With its large displacement of 177cc, the BGM PRO 177 always offers a superior and relaxed riding experience. The engine drives as powerfully as a 200cc machine, but with the same reliability and durability. It achieves this by operating in the same speed range as a standard engine. Low consumption values and the associated long range are a further bonus of the BGM PRO 177 cylinder. The cylinder is designed to be fully compatible with all standard components. The only adjustment required is a change to the carburetor jetting and a spark plug with an adapted heat value.FEATURESThe BGM PRO 177 cylinder is a hard ceramic coated aluminum cylinder with a 63mm bore. The coating (nickel-silicon-carbide) ensures an extremely hard and durable bore. The piston has a high silicon content. As a result, it has a lower thermal expansion, is more wear-resistant and thermally very stable. Two 1 mm thick piston rings minimize friction and thus increase performance and speed stability.

• Cylinder material: aluminum
• Raceway: coated with nickel-silicon carbide
• Bore: Ø 63mm
• Displacement 57/60mm Stroke: 177/187 cc
• Piston: cast piston with high silicon content and two 1mm steel piston rings
• Recommended crushing edge: 0.8- 1.2mm

CYLINDER HEADThe cylinder head is CNC-milled from solid material. The combustion chamber is sunk 4 mm deep into the cylinder for perfect centering. This also makes it much easier to adjust the crushing edge and ensures that the seal is always guaranteed. There is a thread in the center for mounting a temperature sensor. The compression ratio has been deliberately kept low at 10.3:1, which means that the pinch point can be lower than on comparable cylinders.FURTHER TUNINGThe cylinder kit is designed as a plug 'n play solution. However, the cylinder still offers a great deal of upward potential with full reliability. 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 is 17 - 19 Nm 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 control angle (BGM031120G) and/or more stroke (BGM031121G)
• An optimized pole wheel (BGM8025RT)
• Optimization of the intake tract (milling of the intake port)
• Enlargement of the overflow channel surfaces in the cylinder base sealing surface and in the motor housing (The overflow channels on the cylinder base have a sprue. This means that the channels on the cylinder correspond to those on the engine housing. The sprue can be easily removed to use the full cross-section of the channels)

MORE DISPLACEMENT AND PERFORMANCEThe cylinder is already prepared ex works to be used with a crankshaft with a larger crankshaft stroke (60mm instead of 57mm as standard). This increases the displacement to a whopping 187cc and the performance-determining timing angles of the ports are increased. With the appropriate crankshafts and further modifications to the engine, the cylinder can also be used with an even larger stroke (up to 64mm, see KINGWELLE crankshafts) without any problems. It then reaches the full 200cc, but requires intake control via a diaphragm intake (e.g. from MRP Racing 3331680 or 3331682) due to the necessary crankshaft.IGNITIONThe BGM PRO 177 cylinder is already very efficient and powerful thanks to the optimized CNC cylinder head with a tightly toleranced squish edge. The very high-quality ignition components fitted ex works on Vespa PX models up to 2011 are therefore also 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 of 19° from TDC is recommended, but the cylinder can be operated without any problems with the 18° pre-ignition as set ex works on the PX125E models. Models from 2011 onwards use ignition components from China which do not allow very high engine speeds. This can be converted to the old, better design by replacing the ignition base plate, the pole wheel and the CDI. We also offer a complete set (BGM666PXL). However, this does not include the option of using an electric starter (the pole wheel does not have a ring gear for the electric starter).CONTROL ANGLE

• 57mm stroke: overcurrent 118°, outlet 171° (with foot seal 0.2mm, no head seal)
• 60mm stroke: overflow 123°, outlet 173° (with foot seal 0.2mm, head spacer 1.5mm)
• (head spacer for 60mm stroke not included, optionally available, see accessories)

TRANSMISSIONMany customers subsequently lengthen the transmission ratio even in low power expansion stages in order to make even better use of the newly gained power of the engine. This is done by simply replacing the clutch pinion. This is relatively easy to access 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). The gears can then be accelerated significantly further and the achievable top speed is increased. The engine has so much power that acceleration is usually better because you don't have to shift as much or as quickly. 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 support is used (BigBox Touring, Polini Original Box), a clutch pinion with at least 23 teeth should be used on a PX125. We stock these specifically for the original primary wheel with 68 teeth (see accessories). Engines with a long stroke shaft also easily pull a 24/65 reduction on PX125 gearboxes.CONCLUSIONUniversally applicable plug 'n play cylinder kit with early onset of power, wide rev range, reliability like an original cylinder, low consumption values and therefore an unbeatable price-performance ratio!