Cylinder for Vespa 50-125/PV/ET3/PK/XL/Ape by SIP
The Italian manufacturers have come up with quite a few ideas to give the small-frame Vespa a boost. The power increases that can be achieved with the cylinder kits, especially on the smallframes, are indeed enormous. Cylinders with more than twice the displacement can be fitted to the small 50cc Vespas. So if you finally want to give your tired Fuffi a power boost, you'll find the right medicine here ...
Different cubic classes
Cylinders for smallframes are available in several cubic classes.
The class 50 ccm, stroke 43 mmserves all Fuffies with 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 make a distinction:
50 ccm: The entry into smallframe tuning. The racing cylinders all have at least one more overcurrent. 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 ccm 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 with long stroke (51 mm) are supplied. 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 125 crankshaft with 51 mm stroke, these cylinders can also be run 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.
DIFFERENT TUNING CLASSES
In each class it makes sense to do some tuning steps one after the other and to combine certain parts. This is only an overview and should only be a recommendation. Besides the basic rule "more cubic capacity = more power", the cylinders are divided into three classes:
ROAD Tuning
For the normal everyday rider who wants to achieve more power on a durable basis with little effort. Faster acceleration, more powerful on hills, higher top speed. Tuning is inconspicuous in the first stages, sometimes even permissible in road traffic. The noise level is kept within limits. In other words: increased performance with high suitability for everyday use.
SPORT Tuning
This category builds on ROAD tuning. Much of it is compatible. A racing cylinder is always the basis. Exhaust systems and carburettors are combined with it. The target group is the performance-hungry everyday rider who likes to step on the gas and doesn't have to hide his tuning. Strong acceleration, top speeds beyond 120 km/h and yet high durability are the hallmarks of this class.
RACE Tuning
The top class in the scooter sector. All performance fetishists get their money's worth here. For everyone 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. Most components can also be used as SPORT tuning.
The versions
Almost all cylinders are supplied with petrol-oil mixture via the crankcase and a rotary vane or diaphragm inlet. Except for the cylinders with
Direct intake: Here, a diaphragm intake sits directly on the cylinder. The conventional inlet on the crankcase is closed. The most powerful cylinders are all with direct intake.
Dual intake: The POLINI 130 dual intake draws in air via the housing inlet and also via a diaphragm inlet on the cylinder.
There are also differences in the material used for the cylinders:
Grey 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 cylind ers impress with perfect durability due to better heat dissipation and the extremely hard coating of the Nicasil-coated track. Ideal for motorway or race track.
H20: Water march! PARMAKIT and QUATTRINI offer water-cooled versions in addition to the air-cooled mass of the cylinders. The better cooling is paid for with more effort and is not for beginners.
Hall of Fame - the manufacturers
You can choose from the range of all renowned Italian tuning manufacturers who have proven the quality of their cylinders thousands of times over:
MALOSSI: Best workmanship and high material quality characterise all MALOSSI cylinders.
D.R.: "Diffusione Ricambi" has stood for durable road tuning cylinders for years.
PINASCO: In addition to grey cast iron cylinders, also very beautiful aluminium cylinders with a reasonable price/performance ratio.
POLINI: Has the largest range in the short-stroke range. The best-seller among the big ones is the 130.
PARMAKIT: Beautiful aluminium cylinders for the big ones: air- and water-cooled, different spark plug positions and outlets.
QUATTRINI: The aluminium cylinders from Max Quattrini are a feast for the eyes and can be used in both sport and race tuning. Pure driving pleasure.
FALC: Maximum performance. The most powerful thing you can do to your smallframe.
There is even more information on the cylinders. Here you will also find data sheets, performance diagrams and installation instructions for most cylinders. The large number of cylinders on offer leaves nothing to be desired, so that everyone can find the ideal cylinder for their purposes. The following applies to all racing cylinders: For racing or exhibition purposes only. Not approved under the German Road Traffic Licensing Regulations (StVZO), i.e. consultation with the local TÜV office is necessary.