Cylinder for Vespa Classic at SIP Scootershop
Even the big Vespas really take wing when the right cylinder kit is used. Although the increase in displacement is not as great as with the small frames, the channel design and the timing of the tuning kits really come into their own. This is mainly due to the fact that the larger channels and their sharper timing allow the cylinder to breathe freely. The cross-section and shape of the channels ensure that the necessary amount of mixture is available even at high engine speeds.
Different engine classes
Smallframes
Cylinders for small frames are available in several cubic classes.
The class 50 cc, stroke 43 mm serves all Fuffies with a short stroke (43 mm). These have the description Vespa 50/PK/XL/XL2 and fit the following Vespa models Vespa 50/N/L/R/S/Special/PK50/S/SS/XL/XL2/FL/N/Rush as well as the following APEs APE 50/FL/Mix/P50/TMP50. Here we differentiate:
50 cc: The entry into smallframe tuning. The racing cylinders all have at least one overcurrent more. Despite the original bore of 38.4 mm, they are more powerful and top speeds of 65 km/h are possible.
75 cc: Small but mighty! The tuning cylinders with 75 cc offer significantly more power in every situation thanks to a 50 % increase in displacement. Not without reason the most popular class in 50cc tuning. Therefore, there is even a sports tuning in this class.
85 cc: The 85 cc cylinders were developed for the APE cargo tricycles. They are very torquey and have a lot of power even at low revs. With a longer gear ratio, they are ideal touring cylinders on smallframes.
102-112 cc: More is not possible with the original 43 mm stroke crankshaft. The 112-115cc have plenty of steam, but are more at home in city traffic and on short trips. With the 102cc, you can venture out on longer tours.
If you want more, you need a crankshaft with 51 mm stroke and thus enter the top class:
80-125 cc, stroke 51 mm: Here the 80-125s are supplied with a long stroke (51 mm). We call these cylinders Vespa 90-125/PV/ET3/PK80-125/XL/XL2. They fit all Vespa 90/R/SS/100/125/PV/ET3 and the big PKs Vespa PK80-125S/PK100-125XL/PK125/ETS/N/XL2. In conjunction with a 125cc crankshaft with 51 mm stroke, these cylinders can also be used on all Vespa 50/PK/XL/XL2 models.
125-180 cc, stroke 53 mm->: More is not possible. This class requires crankshafts with 53-54 mm stroke. Also, major modifications to the engine casing are often necessary. Everything that aims for more than 20 hp is in this league.
Wideframes
Wideframes are all Vespa models 98/125/150 / GS '46-'65. There are also racing cylinders for these, but only a few replacement cylinders are still available. Standard replacement pistons up to the 10th oversize are included in the cylinder spare parts.
Largeframes
80 cc: 135-177 cc: A few models are original with 80-100 cc and 48 mm stroke: Vespa P80X / PX80E / Lusso / PX100E. Originally they are very weak-blooded. Remedy comes from MALOSSI and DR. For those who are hungry for power, we also offer 166-177 cylinders specially calibrated for the 80cc engine housing.
125-150 cc: 125-187 cc: In this cubic class we distinguish between different engines with different cylinders:
2 ÜS (overflowers): The first models of the 60s are equipped with 2 overflowers. These are the models Vespa 125 VNB/GT/GTR VNL2T -> 138956/S/Super/150 VBA/VBB/VGLA/B/VGL1/GL/Sprint VLB1T -> 105199/Super VBC1T -> 328128. PINASCO is the only manufacturer that offers a suitable cylinder ex works. SIP has some other cylinders adapted for the 2-overflowers.
3 ÜS (overflowers): Almost all 125/150 Vespas since the mid-60s are equipped with 3 overflowers. These are the models Vespa 125 GTR VNL2T 138957 -> /TS/150 Sprint VLB1T 105200 -> /Veloce/Super VBC1T 328129 -> /Cosa 125-150/P125-150X/PX125-150E/Lusso/MY/P150S and LML 125-150 Star/Deluxe/DLX/Stella/Belladonna. Here is the largest selection of largeframe cylinders.
T5: Italian "Traversi 5" (5 overflowers) or shorter T5. The most powerful of the 125s. Unfortunately, these cylinders only fit the Vespa T5 models.
LML 4T (4-stroke): In order to comply with the strict exhaust emission values, LML goes the way of the 4-stroke engine. POLINI gives it the spurs.
200 cc: 200-244 cc: The royal class and dream of every Vespisti. Long-distance capability and performance. All Vespa 200 Rally/P200E/PX200 E/Lusso/MY/Cosa 200 riders will find what they are looking for here. Since the PX200 engine can also be installed in any large frame, the 200 tuning is extremely popular with all Vespa fans.
With largeframes, the choice of cylinder plays a major role: a café racer needs a different basis than an all-rounder with which you can comfortably go on an Alpine tour for two. Besides the basic rule "more cubic capacity = more power", the cylinders are divided into three classes:
Tuning Road
This class is intended for the normal everyday rider who does not demand top performance, but wants to achieve more power on a durable basis with relatively little effort. Faster acceleration, more powerful on hills, higher top speed. The tuning is inconspicuous in the first stages and in some cases even permissible in road traffic in the exhaust area. The noise level is kept within limits. In other words: increased performance with high suitability for everyday use. The right thing for a tour of Italy or for a ride with the Holden.
Tuning Sport
The next category builds on ROAD tuning. Much of it is compatible. The target group is the performance-hungry everyday rider as well as those who don't want to breathe in two-stroke smoke from the rider in front of them, even during spontaneous acceleration races. Strong acceleration, top speeds beyond 120 km/h and yet high durability are the hallmarks of this class.
Tuning Race
The top class in the scooter sector. All performance fetishists get their money's worth here. For anyone for whom the normal is not enough and who is looking for the performance limit. Tuning experience and the necessary small change are required here. The parts can be found in most racing engines, whether quartermile, lap race or dyno battle.
The material
Cast iron cylinders: have high mileages at extremely attractive prices. In the event of piston seizure, they can be honed and fitted with oversize pistons.
Aluminium cylinders: Impress with perfect durability, due to better heat dissipation and the extremely hard coating of the Nicasil-coated track. Ideal for motorway or racetrack use.