The mighty PX 200 motor, produced by PIAGGIO, has always represented the ultimate basis for all powerful touring and high-end performance tuning set-ups. It also provides a reliable solution for all large/wideframe owners looking for a modern upgrade with more power output. With a 200cc engine unit installed, you are ready to play in the premier league of scooter ownership. Regrettably these wonderful power units are no longer produced by PIAGGIO. MALOSSI, in agreement with PIAGGIO, recommenced its production but this contingent of motor casings was limited and there are not that many left to buy. To remedy this sad state of affairs PINASCO have resumed its manufacture, including many useful and innovative extra features. These all-new PINASCO motor casings are available not just as with 200cc but also produce a small-block motor with an original capacity of either 125 or 150cc. These motors are of course compatible with all Vespa P200E / PX200E / Lusso / '98 / MY models and are also an ideal solution if you wish to upgrade all largeframe Vespa 125 VNA – TS / 150 VBA – Super / GS 160 / SS 180 / Rally / PX 80 – 150 / PE / Lusso / T5 models with a 200cc+ motor. They are also ideal when converting a wideframe model, with the help of a suitable interface adapter.
The PINASCO 125 – 150cc motor casings are produced for all tuners requiring a smaller capacity unit in order to fulfil either race or legal requirements. They are based upon the design of the larger 200cc version which means they can also be converted to be compatible with the 200cc motors components such as a larger cylinder and crankshaft. To enable this a 5mm thick cylinder gasket surface spacer for crankshafts fitted with 110mm con-rods and a conversion gudgeon-pin is included in the delivery. All of these PINASCO motors are provided with extra cast aluminium material surrounding the transfer ports. This allows them to be safely enlarged avoiding the danger of breaching the casings during enlargement. Another advantage is that a sufficient gasket surface area is still available following tuning work, without having to weld extra material to the casings. The material surrounding the inlet opening has been extended over the centre of the crankshaft area below, also facilitating easier enlargement when preparing the motor for a larger carburettor. The clutch side of the crankcase has also been improved in this way. The aluminium alloy used for these motor casings is of the highest grade which helps prevent twisting and cracking. All cut-outs are 100% true to the original design and are milled from the casings using high-precision CNC machining. These motors have numerous reinforcements where necessary such as the extra material around the flywheel-side drive shaft bearing and surrounding the rear shock-absorber mounting eyelet. These cases are based upon the later PIAGGIO motors including an electric-starter motor and therefore require the e-starter compatible flywheel-cover to be used. The flywheel-side crankshaft bearing opening has been designed to accept the larger, more stable bearing from the Vespa T5 motor and also possesses a lubrication channel making the fitting of an overworked standard PX bearing a thing of the past. These motors are compatible with all suitable stator-plate assemblies, without any extra modification or spacers being needed. Extra locator-studs have also been included to ensure exact and lasting crankcase positioning, essential for high-performance motor set ups. All rubber bushes are produced using a more solid material than standard, which also helps to raise the overall stability under load. The 125-150cc version also benefits from the rubber bushes originally designed for the 200cc type. The rest of the construction is equivalent to that seen on the PX motors that were equipped with an outer drive-shaft oil-seal, ensuring its compatibility with all relevant spares that are available for this later type of motor.
The 'Master' motor casings are designed for disc-valve induction type motors and are also laid out to be compatible with the original fuel-oil mix mechanism.
The 'Slave' motor casings possess an inlet port positioned centrally over the gap between the crankshaft webs and are not compatible with the PIAGGIO fuel-oil mix metering system. A PINASCO produced reed-valve manifold assembly including reed-petals, manifold-stuffer, gaskets, connection rubber and manifold comes as part of the delivery. The PINASCO 'Slave’ four-petal reed-valve manifold has dimensions corresponding to those of the manifold included with the YAMAHA RD 350 and with light modification, all RD 350 components can also be fitted to the PINASCO unit. The carburettor manifold consists of a connection rubber and base-plate and is 360° rotatable enabling easier adjustment and positioning. It is compatible with all PHBH 28-30mm / VHS 24-30 / TMX 27-30 and PWK 28-30 carburettors.
The motor and gear-selector gaskets, swing-arm and shock absorber fixing bolts as well as the motor connection and cylinder studs are included as part of the delivery.
Conclusion : A lot of high-end motor casing for relatively little money! These brand-new motor casings ensure that in future many more touring and high-end motor tuning projects can be properly and reliably created.
SIP- TIP : Do not forget to order suitable gearbox oil, oil-seals, bearings and other necessary fixings. Oil-pump and electric starter covers are also useful for high-performance tuning projects. 'Slave' type motor casings also require a suitable carburettor and air filter.
