Cylinder -BGM PRO 177/187 cc (also for Elestart/electric starter) - Vespa PX125, PX150, Cosa125/150, GTR125, TS125, Sprint Veloce (VLB1T 0150001-), LML Star/Stella 125/150, Motovespa PX125 Iris(99M), PX150 Iris(75M), 125 CL (9CL), 150 CL (9NC) | Cylinders | Cylinder | Engines

Preview: Cylinder -BGM PRO 177/187 cc (also for Elestart/electric starter) - Vespa PX125, PX150, Cosa125/150, GTR125, TS125, Sprint Veloce (VLB1T 0150001-), LML Star/Stella 125/150, Motovespa PX125 Iris(99M), PX150 Iris(75M), 125 CL (9CL), 150 CL (9NC)

Description

BGM PRO 177CC CYLINDER FOR VESPA PX125/150 (ALSO WITH ELECTRIC STARTER)

New version of the proven BGM177 cylinder for Vespa PX125/150, now also suitable for vehicles with electric starter.

EVERYDAY PERFORMANCE
The BGM177 cylinder is a very powerful, durable and fully everyday conversion cylinder. It covers a very wide range of applications. By simply swapping the cylinder, you can more than double the power of the 125cc stock engine and surf the big torque wave with ease. Likewise, the exact same cylinder can turn the engine into a beast with over 20hp if it finds the right environment (carburetor, exhaust, crankshaft). Thus, the cylinder offers beginners a perfect basis to be able to expand this, as needed, more and more.

The BGM PRO 177 replaces the original cylinder, the conversion is simple and easy to revise if necessary. With its large displacement of 177ccm, the BGM PRO 177 always offers a confident and relaxed riding experience. The engine rides as powerful as a 200cc machine, but with exactly the same reliability and durability. It achieves this by operating in the same rev range as a standard engine. Low fuel consumption and the associated high range are another bonus of the BGM PRO 177 cylinder. The cylinder is designed to be fully compatible with all stock components. The only adjustment made is a change in carburetor jetting and a spark plug with adjusted heat value.

FEATURES
The BGM PRO 177 cylinder is a hard ceramic coated aluminium cylinder with 63mm bore. The coating (nickel silicon carbide) provides an extremely hard and durable race. The piston has a high silicon content. This means it has less thermal expansion, is more wear resistant and thermally very stable. Two 1mm thick piston rings minimize friction, increasing performance and speed stability.

Cylinder material: aluminium
Raceway: coated with nickel-silicon-carbide
Bore: Ø 63mm
Displacement 57/60mm Stroke: 177/187 cc
Piston: cast piston with high silicon content and two 1mm steel piston rings
Recommended pinch point: 0,8- 1,2mm

CYLINDER HEAD
The cylinder head is CNC machined from the solid. The combustion chamber is countersunk 4 mm deep into the cylinder for perfect centering. This also makes it much easier to adjust the squeeze edge and the seal is always guaranteed. There is a thread in the middle for mounting a temperature sensor. The compression ratio was deliberately chosen low and is 10.3:1. For this reason, the squish edge can be lower than with comparable other cylinders.

FURTHER TUNING
The cylinder kit is designed as a plug 'n play solution. The cylinder offers, with full reliability, however, still a lot of potential upwards. With a 24mm carburettor of the 200cc models and a BGM Big Box Touring exhaust the power is already around 15hp and the torque around 17 - 19Nm at the rear wheel. The BGM PRO 177 responds very gratefully to all performance-enhancing measures such as:

A suitable exhaust system (BGM BigBox Touring (BGM1011TR), Polini Box (P2002018)).
A bigger carburettor (BGM PRO Faster Flow SI24 (BGM8570))
Crankshafts with extended intake timing (BGM031120G) and/or more stroke (BGM031121G)
An optimized pole wheel (BGM8025RT)
Optimization of the intake tract (milling of the intake port)
Enlargement of the overflow channel surfaces in the cylinder base sealing surface as well as in the motor housing (The overflow channels at the cylinder base have a gate. This makes the channels on the cylinder the same as those on the engine case. The sprue can be easily removed to use the complete cross-section of the channels).

MORE DISPLACEMENT AND POWER
The cylinder is factory prepared to be used with a crankshaft with a larger stroke (60mm instead of 57mm as standard). This increases the displacement to a whopping 187ccm and the power determining timing angles of the channels are increased. With appropriate crankshafts and further modifications to the engine, the cylinder can also be used with an even larger stroke (up to 64mm, see KINGWELLE crankshafts) without any problems. With this it reaches the full 200cc, but needs an intake control via a diaphragm intake (e.g. from MRP Racing 3331680 or 3331682) due to the necessary crankshaft.

IGNITION
The BGM PRO 177 cylinder is already very efficient and powerful due to the optimized CNC cylinder head with a tightly toleranced squish edge. The very high quality ignition components ex works on Vespa PX models up to 2011 are therefore ideal for continuous operation. Special ignition modules or a variable ignition adjustment are therefore not necessary for high performance and reliability. A simple static ignition setting of 19° from TDC is recommended, but the cylinder can easily be operated with the 18° pre-ignition as factory set on the PX125E models. Models from 2011 onwards use ignition components from China which do not allow very high revs. Here can be converted by replacing the ignition base plate, the pole wheel and the CDI to the old, better construction. We also offer a complete set (BGM666PXL). However, with this set the possibility of using an electric starter is omitted (the pole wheel has no ring gear for the electric starter).

STEERING ANGLE

57mm stroke: overcurrent 118°, exhaust 171° (with foot seal 0.2mm, no head seal)
60mm stroke: overflow 123°, exhaust 173° (with foot seal 0.2mm, head spacer 1.5mm)
(head spacer for 60mm stroke not included, optionally available, see accessories)

TRANSMISSION
Many customers extend the gear ratio already in low power stages in order to be able to use the newly gained power of the engine even better. This is done by simply replacing the clutch pinion. This is relatively easy to achieve after removing the rear wheel and the clutch cover behind it. Alternatively, it is also possible to change directly to a reinforced clutch type (see accessories). After that, the gears can be accelerated significantly further and the achievable top speed is increased. The engine has so much power that the acceleration is usually better because you don't have to shift as much or as fast.

Generally the gear reduction can be longer than usual in the 177cc class because of the high torque. If you use a touring oriented exhaust with early support (BigBox Touring, Polini Original Box) you should use at least a clutch pinion with 23 teeth on a PX125. We carry these especially for the original primary wheel with 68 teeth (see accessories). Engines with long stroke shaft will also easily pull a 24/65 reduction on PX125 gearboxes.

CONCLUSION
Universal plug 'n play cylinder kit with early onset of power, wide rpm range, reliability like an original cylinder, low fuel consumption and therefore an unbeatable price/performance ratio!

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€329.00 *

incl. VAT plus shipping costs

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

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