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.
HERE AS A REPLACEMENT CYLINDER INCLUDING PISTONS BUT WITHOUT CYLINDER HEADScope of delivery:
- Cylinder
- Piston
- Piston rings
- Piston pin
- Piston clip
- Gasket set
EVERYDAY PERFORMANCE
The BGM177 cylinder is a very powerful, durable and fully suitable for everyday use. It covers a very wide range of possible applications. By simply replacing the cylinder, you can more than double the power of the 125cc standard engine and surf the big torque wave with ease. In the same way, exactly the same cylinder can transform the engine into a beast with over 20 hp if it finds the right environment (carburetor, exhaust, crankshaft). The cylinder therefore offers beginners a perfect basis for further expansion as required.
The BGM PRO 177 replaces the original cylinder, and the conversion is simple and easy to overhaul if necessary. With its large displacement of 177cc, the BGM PRO 177 always offers a superior and relaxed riding experience. The engine drives as powerfully as a 200cc machine, but with the same reliability and durability. It achieves this by operating in the same speed range as a standard engine. Low consumption values and the associated long range are a further bonus of the BGM PRO 177 cylinder. The cylinder is designed to be fully compatible with all standard components. The only adjustment required is a change to the carburetor jetting and a spark plug with an adapted heat value.
FEATURES
The BGM PRO 177 cylinder is a hard ceramic coated aluminum cylinder with a 63mm bore. The coating (nickel-silicon-carbide) ensures an extremely hard and durable bore. The piston has a high silicon content. As a result, it has a lower thermal expansion, is more wear-resistant and thermally very stable. Two 1 mm thick piston rings minimize friction and thus increase performance and speed stability.
Cylinder material: aluminum
Runner: coated with nickel-silicon carbide
Bore: Ø 63mm
Capacity 57/60mm Stroke: 177/187 ccm
Piston: Cast iron piston with high silicon content and two 1mm steel piston rings
Recommended crush rim: 0.8- 1.2mm
FURTHER TUNING
The cylinder kit is designed as a plug 'n play solution. However, the cylinder still offers a great deal of upward potential with full reliability. With a 24mm carburetor of the 200cc models and a BGM Big Box Touring exhaust, the power is already around 15 hp and the torque is 17 - 19 Nm 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 larger carburettor (BGM PRO Faster Flow SI24 (BGM8570))
Crankshafts with an extended intake control angle (BGM031120G) and/or more stroke (BGM031121G)
An optimized pole wheel (BGM8025RT)
Optimization of the intake tract (milling of the intake duct)
Enlargement of the overflow duct surfaces in the cylinder base sealing surface and in the motor housing (The overflow ducts on the cylinder base have a gate. This means that the channels on the cylinder correspond to those on the motor housing. The sprue can be easily removed to utilize the full cross-section of the channels)
MORE STROKE CAPACITY AND POWER
The cylinder is already prepared ex works to be used with a crankshaft with a larger crankshaft stroke (60mm instead of 57mm as standard). This increases the displacement to a whopping 187cc and the performance-determining timing angles of the ports are increased. With the 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. It then reaches the full 200cc, but requires intake control via a diaphragm intake (e.g. from MRP Racing 3331680 or 3331682) due to the necessary crankshaft.
FIRING
The BGM PRO 177 cylinder is already very efficient and powerful thanks to the optimized CNC cylinder head with a tightly toleranced squish edge. The very high-quality ignition components fitted ex works on Vespa PX models up to 2011 are therefore also 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 be operated without any problems with the 18° pre-ignition as set ex works on the PX125E models. Models from 2011 onwards use ignition components from China which do not allow very high engine speeds. This can be converted to the old, better design by replacing the ignition base plate, the pole wheel and the CDI. We also offer a complete set (BGM666PXL). However, this does not include the option of using an electric starter (the pole wheel does not have a ring gear for the electric starter).
CONTROL ANGLE
57mm stroke: Overcurrent 118°, outlet 171° (with foot gasket 0.2mm, no head gasket)
60mm stroke: Overcurrent 123°, outlet 173° (with foot gasket 0.2mm, head spacer 1.5mm)
(head spacer for 60mm stroke not included, optionally available, see accessories)
Transmission
Many customers subsequently lengthen the transmission ratio even in low power expansion stages in order to make even better use of the newly gained power of the motor. This is done by simply replacing the clutch pinion. This is relatively easy to access 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). The gears can then be accelerated significantly further and the achievable top speed is increased. The engine has so much power that acceleration is usually better because you don't have to shift as much or as quickly.
In general, the gear reduction can be longer than usual in the 177cc class due to the high torque. If a touring-oriented exhaust with early support is used (BigBox Touring, Polini Original Box), a clutch pinion with at least 23 teeth should be used on a PX125. We stock these specifically for the original primary wheel with 68 teeth (see accessories). Engines with a long stroke shaft also easily pull a 24/65 reduction on PX125 gearboxes.
Conclusion
Universally applicable plug 'n play cylinder kit with early power, wide rev range, reliability as with an original cylinder, low consumption values and therefore an unbeatable price-performance ratio!
