Tech Torque: Aftermarket tuning options – Part 3
Vespa cylinder kits for 200cc engines. There has never been a better time to source aftermarket tuning options for your Vespa or Lambretta scooter. In this series, we will take a look at some of the most popular choices, and see what each has to offer…
There has never been a better time to source aftermarket tuning options for your Vespa or Lambretta scooter. In this series, we will take a look at some of the most popular choices, and see what each has to offer…
Having already covered a plethora of Lambretta tuning kits in the first two instalments, this month we look at the cylinder kit options for the Vespa engine. Since the 1980s a considerable amount have been produced, many by big manufacturing companies in what is an extremely competitive market. With the Vespa having a wider appeal, certainly in Europe, the demand has always been greater than with the Lambretta. The result of this has allowed for development to continue as the competition is so great between each manufacturer. With so many kits available we have broken it down into two main groups and this month focus on the kits available for the larger 200cc engine.
Kit name: Quattrini M-232 Manufacturer/supplier: Quattrini
RRP: £600
Average estimated power output: 22bhp (with 24mm Dell'Orto carburettor) Bore: 72mm Stroke: 57mm Capacity: 232cc Compatibility: Vespa 200 Rally/P200E/ PX200/Cosa 200
The Quattrini M-232 has been a long time in the making but well worth the wait, delivering unbelievable performance straight out of the box. Thanks to the transfers opening further up their length there is no additional matching required to the mouth of the casing and it can be used with either rotary or reed valve induction. The huge 72mm bore is achieved by doing away with the standard spigot that goes in the mouth of the crankcase, thus allowing the larger capacity. This can be increased further, to 244cc, by using a specially made Quattrini 60mm stroke crank but does require machining of the crankcase to allow it to fit. Constructed of aluminium with a Nikasil bore it comes complete with a piston and head. The head itself has much wider fins which combined with their angle allows for much better airflow around them, enabling better cooling.
Conclusion: There is no substitute for bigger capacity and with the 57mm stroke crank giving 232cc and the 60mm version 244cc then both power and torque are in abundance. Some tuners have already achieved 50bhp out of the kit so if it's big power you're after then look no further. However, even in its standard set-up and using the original 24mm carburettor, 22bhp is claimed as possible – making it the perfect ‘power touring' kit.
Kit name: Malossi 210cc Sp port 2016
Variant: Malossi 210cc MH R 2016 Manufacturer/supplier: Malossi
£355 (Sport) £395 (MHR)
Average estimated power output: 24bhp (Sport) 30 bhp (MHR)
Bore: 68.5mm
Stroke: 57mm
Capacity: 210cc Compatibility: Vespa 200 R ally/ P200E/PX200/Cosa 200
The original 210 kit came in one style, but when the redesign took place, Malossi split it into two categories… Sport, which is the tamer/touring version, and MHR, which is considered the race version. In either example, both supersede and surpass the original kit. If you think of all the areas which a UK tuner would have ported on the original 210 kit (transfers, piston, boost port, exhaust etc.) Malossi has basically now done that out of the box, and offered two port timing versions to boot!
The Malossi 210 Sport is cast in aluminium with a Nikasil lined bore, as per the original, and now with seven transfer ports it delivers a huge increase in performance. The 2016 version has a revised port layout which is much larger than the old 210 kit, including a redesigned boost port. The kit uses a two-ring Vertex piston with a graphite skirt that not only reduces friction but also the chance of damage to the lining in the event of a seizure. The manufacturer recommends a carburettor size of 30mm, and a fast-flow fuel tap to avoid fuel starvation. The kit comes complete with a cylinder head and gaskets ready to fit.
The Malossi 210cc MHR 2016 is the race version of the 210 Sport and differs in several areas. It has a bigger exhaust port and more extreme port timings, giving it more power – hence why it is the race version. The piston only has one ring and has a shortened skirt to allow the fitting of a longer stroke crank without any modification to it. The minimum recommended carburettor size for all-out performance is 30mm and again a fast-flow fuel tap is required.
Conclusion: The 210 Sport is ideal for long-range touring with plenty of power both low down and midrange. With proven reliability over the years it is a great upgrade for the 200cc Vespa engine. The 210 MHR is ideal for those who want that extra bit of performance, with the option of using a longer stroke 60mm crank to boost the capacity to 221, though even in its standard form, it creates huge power. A
30mm oval bore/ flat-slide carb, Tassinari reedvalve conversion,
60mm bell shaped crank and Pipe Design exhaust can boost figures well into the 30+ category.
Kit name: Standard 200cc kit Manufacturer/supplier: Piaggio RRP: £185 Average estimated power output: 12bhp Bore: 66.5mm Stroke: 57mm Capacity: 198cc
Compatibility: Vespa 200 Rally/P200E/PX200/Cosa 200
Seen as a direct replacement for the standard factory cylinder, the manufacturer claims 12bhp out of the box allowing for good touring use, even without adding an expansion pipe. Supplied with an Asso piston, quality and reliability are assured; perfect for anyone who wants to replace their tired and worn factory cylinder.
Conclusion: Although the factory figure of 12bhp is touted, that is usually a crank figure, and the reality is that it'll be more like 9hp at the back wheel. However… a simple addition of a BGM or SIP aftermarket box exhaust can pay dividends in performance boosts. Paying simple attention to squish and gasket thickness can also give effective boosts in power. Expansion chambers can help, but only if one is chosen with the standard port timings in mind; a pipe which likes to rev will not be suited to this set-up and may leave fourth gear somewhat lacking.
Kit name: Polini 208cc Manufacturer/supplier: Polini
RRP: £230
Average estimated power output: N/A Bore: 68.mm
Stroke: 57mm
Capacity: 208cc
Compatibility: Vespa 200 Rally/P200E/ PX200/Cosa 200
The Polini 208cc kit is made from traditional cast iron construction which in today's age may seem a bit old-fashioned but even so offers seven ports and uses a two-ring piston and excellent value for money. Matching of the crankcase transfers is a necessity to gain full potential from the kit so be prepared to have to do a bit of work during the fitting process if you want the best results. It comes without a cylinder head so will need one to suit – these vary in price, but one such as the MMW version can add around £100 to
the price of the kit.
Conclusion: The kit is very affordable at the price even with the addition of the head. Giving plenty of torque from low down it is ideal for touring and has a good spread of power. In the unlikely event of a seizure, cleaning up of the bore with its cast iron construction is far easy and cheaper than one that is Nikasil lined. The kit seems to divide opinion, with some saying it is unreliable whereas others love it; at the price you can't go wrong and it is good value for money. Keep an eye on piston-to-bore clearance upon assembly, along with ring gap, run her in properly, and you should enjoy thousands of trouble-free miles.
Kit name: Polini 210cc Manufacturer/supplier: Polini
RRP: £365
Average estimated power output: 20bhp Bore: 68.5mm
Stroke: 57mm
Capacity: 210cc
Compatibility: Vespa 200 Rally/P200E/ PX200/Cosa 200
In total contrast to its cast iron 208cc kit, Polini challenges for the top spot with its aluminium Nikasil lined 210cc creation. Featuring seven ports, it has the advantage of being directly bolted to the casings without any extra modifications being required. However, it is recommended to match the casing to gain i optimum performan ce from the kit. The kit comes complete wit th a cylinder head which also has cooling fins on its inner side allowing for better heat dispersion. The kit can also be fitted with a 60mm stroke e crankshaft, raising t he capacity to 221cc.
Kit name: Pinasco Super Sport 213cc Manufacturer/supplie r: Pinasco
RRP: £365
Average estimated power output: 20bhp Bore: 69mm
Stroke: 57mm
Capacity: 213cc Compatibility: Vespa 2002 Rally/P200E/PX200//Cosa 200
Pinasco's offerings for the Vespa 200 casings see the bore size of the Super Sport kit taken out to 69mm, giving the standard 57mm stroke 213cc, and the 60mm stroke a whopping 224cc. It is an aluminium casting with Gilardoni supplying the Nikasil coating for the bore. This newly revised cylinder has now done away with the overflow channels on the old version, the larger ported-out piston now offering the required mixture flow. The advantage of doing this means no modifications are required to fit it to the crankcase, making it more appealing due to easy fitment. Another addition is the introduction of eight studs in the cylinder for securing the head. Strangely the head which is supplied with the kit still only has four holes, but does this mean an upgrade to the head will be available at a later date? Most likely the head from the 957 RR kit will be added at some point.
Conclusion: With direct competition from the likes of Polini and Malossi, Pinasco has
Conclusion: The Polini 210cc has plenty of torque from low down in the rev range. With its good spread of usable power, it doesn't require high revs to achieve good tractability. Having good fuel consumption and improved cooling properties makes it an ideal kit for touring use. It is seen as a direct rival to the Malossi 210 kit by some, but dyno tests reveal the bhp figures on the had to up its game to keep up and offer similar if not better performance. With the new port layout, the kit offers good torque and power below 6500rpm, meaning for everyday use it doesn't need to work hard to deliver the performance required. This kit is a significant step up from a standard cast iron kit, and offers both simplicity of fitting along with great touring potential. It won't, however, be in the league of Malossi and Polini in terms of all-out power, but then, that is not who the kit is aimed at.
Malossi kit are usually a tad higher, specially so on the MHP version. Even so, the Polini is a high quality kit, it provides a significant lump of torque along with its horsepower, and possible manufacturer upgrades in the future are a possibility to keep ahead of the competition. This kit is equally at home with a 26mm fast-flow carb and sports box pipe as it is with a 30mm carb and an expansion chamber – a great all-rounder.
Kit name: Pinasco 957 RR Master 213cc Manufacturer/supplier: Pinasco
RRP: £475
Average estimated power output: 23bhp Bore: 69mm Stroke: 57mm Capacity: 213cc Compatibility: Vespa 200 Rally/P200E/ PX200/Cosa 200
The number nine sounds quite remarkable when discussing ports on a Vespa cylinder kit but that is what Pinasco has done with its RR Master. The three transfer ports on either side plus another three boost ports deliver a bigger charge into the combustion area. Like the Pinasco kit, it has a 69mm bore and is designed around using a 60mm stroke crank. An option for this kit is to either use reed valve e induction (slave) which will require some modifications to fit it or d direct induction (master) blanki ing that area off; the plate is supplied with the kit. The e RR kit is the option for direct induction and the VTR is the variant with the reed valve.
Conclusion: This kit puts Pinasco right up there in terms of bolt-on performance for the 200cc Vespa enggine.
With plenty of torque, it is ideal for touring and has plenty of grunt. Depending on set-up and using the 224cc variant, much higher power figures are easily achievable if that is the route you wish to go down. The eight-point fixing on the head and controlled directional flow of the abundance of transfer and boost ports make this quite the formidable kit. In standard trim, it clearly has very strong touring potential, but with just a few tweaks to the exhaust port, and when paired with the right exhaust and carb, this could be something of a monster kit. In either scenario, matching of the cylinder to engine case will be of paramount importance if you wish to capitalise on the fabulous port layout.