Tuning kit incl. cylinder and crankshaft -BGM PRO 177/190 cc- Vespa PX125, PX150, Cosa125, Cosa150, GTR125, TS125, Sprint Veloce (VLB1T 0150001-), LML Star 125/150, Stella 125/150

Preview: Tuning kit incl. cylinder and crankshaft -BGM PRO 177/190 cc- Vespa PX125, PX150, Cosa125, Cosa150, GTR125, TS125, Sprint Veloce (VLB1T 0150001-), LML Star 125/150, Stella 125/150

Description

190CCM POWERPACK FOR VESPA PX125/150 (also Elestart models)

The BGM 190cc tuning kit consists of two reliable components: The BGM177/190 cylinder, which has been proven thousands of times in the meantime, and the stable and reliable BGM Touring crankshaft with extended stroke (60mm instead of 57mm).

Together they form an extremely harmonious unit that is very powerful on the one hand, but also ultra-reliable. The BGM cylinder was designed directly for optional use with a long-stroke shaft. The longer stroke of the BGM crankshaft is compensated for by a head gasket spacer included in the set. This results in ideal cylinder timing angles for a powerful sport tourer.

The kit can be installed as a pure plug-in tuning, i.e. without milling / adjustment work on any PX125 / PX150 engine (and identical in construction such as LML or older Vespa engines such as Sprint150 Veloce, GTR125). With a suitable exhaust, such as the perfectly harmonized BGM BigBox Touring, you can easily exceed the performance values of a Vespa PX200. A full 13-15HP is then already at the rear wheel (original PX125 approx.5-6HP) with which the scooter already accelerates very quickly and, depending on the selected gear ratio, drives well over 100km / h.

Who would like to call from the outset more power can with quite simple means the achievement again clearly increase.16-19PS are by bare adapting the overcurrent channels (see our video tutorials on our youtube channel) and the inlet including carburetor of the 200cc models (SI24/24E) no problem. The engine remains reliable as a stock engine because the speed remains at the same level as the stock engine. The quality and grade of the materials used also allow continuous full throttle operation without any problems.

Consumption remains very moderate for the performance values and ranges between 3.5-4.5 liters.
The noise level also remains pleasantly low, also thanks to the moderate engine speed.

For engines that are mainly driven in the city and overland, an extension of the gear ratio by means of a clutch pinion to 23 teeth (23/68= 2.95) is sufficient.

Who has a high final speed in mind or likes to drive on the highway sometimes and does not want high revs, can change to a completely modified primary gear ratio. We recommend here the BGM primary gear for the PX200 with 65 teeth or 64 teeth.
This also fits on the auxiliary shaft of the PX125/150 models. Together with a matching BGM clutch pinion with 22, 23 or 24 teeth, you have the full range of possible ratios to choose from. A 23/64 primary has emerged as a good choice here.

CYLINDER

The bgm PRO 177 cylinder is a hard ceramic coated aluminum cylinder with 63mm bore. The coating (nickel silicon carbide) provides an extremely hard and durable raceway. The piston has a high silicon content. As a result, it has lower thermal expansion, is more wear resistant and thermally very stable. Two 1mm thick piston rings minimize friction, increasing performance and speed stability. The cylinder's port layout, with four main spill ports and two boost ports, is designed for plenty of low-end pressure.

Cylinder material: aluminum
Raceway: nickel-silicon carbide coated
Bore: Ø 63mm
Displacement 60mm Stroke: 187 cc
Piston: cast piston with high silicon content and two 1mm steel piston rings
Recommended squeeze edge: 0,8- 1,2mm

Control angle

60mm stroke: overflow 123°, exhaust 173° (with foot gasket 0.2mm, head spacer 1.5mm)

The overflow channels at the cylinder base have a gate. Thus, the channels on the cylinder correspond to those on the engine case. The sprue can be easily removed to use the complete cross section of the channels.

The cylinder head is CNC machined from the solid. The combustion chamber is recessed 4 mm deep into the cylinder for perfect centering.
In addition, the adjustment of the squeeze edge is thus greatly facilitated and the seal is always guaranteed.

There

is a thread in the center for mounting a temperature sensor

		HUB 60MM
QK	Combustion chamber	Compression
0.8mm	18.38 cc	11.2 : 1
0.9mm	18.69 cc	11.0 : 1
1.0mm	19.01 ccm	10.8 : 1
1.1mm	19.32 ccm	10.7 : 1
1.2mm	19.63 ccm	10.5 : 1

CURB

SHAFT MATERIAL
The bgm PRO Touring crankshafts are forged. The material is denser, thus dissipates heat better and is more resistant to distortion. In addition to the crank webs, the connecting rod is also forged and then CNC machined

.BEARING
The lower connecting rod bearing is lubricated via two large lubrication slots and a total of four additional pockets on the side. The SSC racing bearing and the lateral thrust washers provide a solid bearing. The upper connecting rod bearing is lubricated via two lubrication holes. The INA piston pin bearing is included with the crankshaft.

INLET ANGLE
Compared to many other racing shafts, the bgm PRO Touring shaft has a much better inlet layout. For tuning cylinders, the standard shaft with its very short intake time cannot keep up. The bgm PRO shaft, on the other hand, closes on a PX engine case about 58° after top dead center (depending on the engine case, this varies from the factory). The engine can be tuned well with these timing angles. TIP: If the intake is machined so that the crankshaft clears the intake slot earlier, additional power can be gained. A good value has been found to be approx. 120° from TDC.

CONCLUSION
The combination of bgm PRO crankshaft and bgm Pro cylinder is a good decision in all respects. Highest quality in every component. Precision in manufacturing, materials used provide high and durable performance.

All

this at an unbeatable price-performance ratio!

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€589.00 *

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OEM numbers (for comparison purposes only)
BGM PRO	BGM1900KT

Please inform me once the product is available again.

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