Crankshaft -QUATTRINI M232, stroke 57mm, conrod lenght 126mm (rotary valve)- Vespa Rally200, PX200, Cosa200 - for Quattrini M232 | Crankshafts | Crankshaft | Engines

Preview: Crankshaft -QUATTRINI M232, stroke 57mm, conrod lenght 126mm (rotary valve)- Vespa Rally200, PX200, Cosa200 - for Quattrini M232

Description

Max Quattrini offers with the M232 a completely new concept for an easy to assemble, ultra-strong touring motor. The set with 232ccm displacement consists of cylinder and crankshaft, which can be installed in all Vespa PX200, Rally200 (Ducati ignition) and Cosa200 without any further modifications (except the obligatory carburetor and ignition tuning).

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 maximum power that an original 200cc engine delivers at 5700 rpm, the M232 packaged engine shakes out of the sleeve at 3500 rpm!
The maximum torque that an original 200cc engine can deliver at 4300 rpm, the M232 engine reaches already at 2800 rpm, which is just above idle...

The M232 uses several technical tricks for this:

The cylinder does not have a cylinder foot that protrudes into the engine housing
The crankshaft has a 16mm longer connecting rod than a standard shaft
A piston that is slanted at the bottom in the area of the overflows ensures maximum overflow area

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

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€440.00 *

incl. VAT plus shipping costs

Available immediately (delivery time 1-3 working days*)

P For this item you get fidelity point/s

Bearings
sizes:	16x20x20mm
Gudgeon pins
diameter:	16 mm
Crankshafts
stroke:	57 mm
thread rotor side:	M12x1,25 right-hand thread
thread drive side:	M12x1,5 right-hand thread
diameter crankwebs:	98 mm
diameter bearing seat rotor side:	25 mm
diameter bearing seat drive side:	25 mm
diameter oil seal seat rotor side:	24 mm
diameter oil seal seat drive side:	31 mm
full circle crankshaft:
rotary valve crankshaft:
crankcase has to be milled:
engine casing has to be modified:
Connecting rods
length connecting rod:	126 mm
diameter small end connecting rod eye:	20 mm

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