Designed for use with the original carburetor and touring exhaust, it reaches already over 20hp and a full 24Nm at the rear wheel. An original PX200 GS with 12hp/9kW registered in the papers rarely exceeds 10hp and 15NM at the rear wheel.
60% more torque and 100% more power, in connection with a very touring-suited power delivery surely fulfills more than only the dream of every Vespa driver.
A comparison for the very good rideability :
The M232 uses several technical tricks for this:
Due to the missing foot, a much larger piston than usual can be used. The extra long connecting rod allows the overflow inlets into the cylinder to be placed further upwards than usual. This, in combination with the special piston, which has strongly bevelled surfaces on the underside of the overflow inlets, allows a very large overflow area without the need to machine the engine housing. The long connecting rod with a proud 126mm connecting rod also improves the connecting rod ratio of Lambda 0.26 to Lambda 0.22.
, which is important for the smooth running of an engine. This allows the use of a crankpin with 22mm diameter due to the sufficiently large overlap at the crankpin. The crankshaft is therefore less susceptible to twisting of the crank webs. The crankshaft also has a beautifully designed intake area and allows large cross sections without having to rework the engine housing. If you like to get more than the average out of your engine, you can increase the power and torque of the set even more by adjusting and enlarging the intake and using a larger carburettor. In connection with the BGM BigBox Sport, you can easily achieve more than 25HP and about 30NM at the rear wheel. The power peak is then still at a socially acceptable 6500 rpm, but if necessary the engine will still develop over 20hp at the rear wheel even at 8500 rpm.
Conclusion: Travelling or lawning is no longer a question here, but an option