POLINI 177 cast iron Cylinder: the old-school classic as the benchmark in the 177 cc class.
With this classic, POLINI continues to set the reference point by which cast iron cylinders are measured. Even as a plug-and-play Cylinder, it impresses with powerful pulling power from low revs and a clean gear connection. Seven flow-optimized transfer ports with a three-part boost port, a generous outlet and the solid ASSO Piston form the robust basis. In conjunction with a 60 mm Long Stroke Crankshaft, the displacement increases to 187 cc.
- Robust cast iron construction: stable and suitable for everyday use
- Powerful torque: good pulling power even at low engine speeds
- Strong layout: 7 transfer ports + three-part boost port, generous exhaust
- Tunable: 24/24 SI Carburettor, Racing Crankshaft and suitable peripherals significantly increase the potential
With a longer gear ratio, the Cylinder is ideal as a touring setup. For more power, you can switch from the 20 mm Carburettor to the 24/24 SI, combined with a Racing Crankshaft. Additional performance and reliability can be achieved with a combustion chamber and compression-optimized MMW MALOSSI Cylinder Head and the GRAND-SPORT 177 Piston. With a large Racing Exhaust, Carburettors up to 30 mm and a machined exhaust, high engine speeds and Vmax values of up to 125 km/h are possible - provided the setup is properly tuned.
Technical details
- Material: gray cast iron
- Bore: 63 mm
- Stroke (base): 57 mm
- Displacement: 177.68 cc (with 57 mm stroke)
- Transfer port: 7
- Boost port: three-piece
- Piston: ASSO, 2 thick Piston Rings
- Cylinder Head: Original POLINI Cylinder Head included in delivery
- Compression ratio: 10.6:1
- Scope of delivery: incl. Gasket Set
Note: The jetting and ignition setting should be adjusted; ideally, the Crankcase should be adapted to the larger transfer ports
Conclusion: Robust, high-torque Cylinder for everyday use - the all-rounder par excellence.
SIP TIP:
- W4AC Spark Plug, ignition setting approx. 17-19°, Main Jet SI 20/20: 105-110 (mandatory). Carburettor SI 24/24 or 28/30, Italian/SIP/JL RAPs, longer gear ratio and a light Flywheel or SIP Performance Ignition and a racing or Long Stroke Crankshaft are recommended. Full cheek or Flowed Crankshaft and a 30 reed carburetor will make your eyes water on the highway.
A powerful, high quality alternative to the more usual 2-transfer port cylinders available are our reworked OE PIAGGIO VESPA PX125/150cc cylinders, as well as the even more powerful 2-port version of the 177cc cylinders produced by POLINI and DR. The boost ports of these cylinders have been sealed and the transfer of fuel gas is provided by the ports of the same name, located on both sides of the bore. No further modification of your crankcase is necessary for immediate use of these cylinder kits, making them the ideal plug and play tuning option for all VESPA 125 VNB/GT/GTR/150 VBA/VBB/GL/Sprint/T4 and Super models. If your crankshaft has a bush, instead of a bearing at the small end, it will also need replacement.
Conclusion: Attractively priced cast iron cylinder, ideal for your daily runabout. If you wish, this cylinder can easily be further tuned with the addition of a 24mm carb, a reworked inlet port, a race crankshaft and a SIP Road exhaust.
SIP-TIP: For added power and reliability for your touring setup a race crank, expansion chamber exhaust, 24mm carb and an electronic ignition kit from SIP PERFORMANCE by VAPE can be included.
Robert Kremer, ScooterandSpareparts Kissing, November 2011:
"I built this reworked POLINI 2-transfer cylinder into a scooter for one of my customers. He is more than happy. The scooter accelerates strongly and is also very reliable over long distances. A more than adequate alternative to the PINASCO version."
