Cylinder Kit Malossi 210 Aluminium MKII (Racing) (WITHOUT Head) (Vespa PX200, Rally 200)

Engineered for riders who expect more, the main air correction jet si 185 (vespa t5) (si carburettor 24.24g) dependable performance. The one and only! The MALOSSI 210cc is the undisputed number one in the big-block of Vespa tuning! The finest production quality, reliability and perhaps most important – seemingly endless of revs and power in all situations! MALOSSI´s latest incarnation is available as two types: The 'Sport' as a road-going tourer, or the 'MHR' meant for track-based racers or just plain-old power junkies! Both represent the very best qualities that can be found in a tuning worthy of your pride and joy . a engine set up with the 'MHR' version of this was with a staggering 40PS power output at the rear wheel. As far as genuinely affordable power goes, there is no way around the MALOSSI when searching for a tuning . The main arguments for the tuning kits of MALOSSI are big performance very good durability and long life wide range of application from ROAD to RACE tuning High end aluminium casting, Nicasil lined bore, 7 ports with a potent cross-sectional area create the basis of a and thermally uncritical performance . The combination of the MALOSSI CVF2 porting system and the range of solid pistons available are more than capable of supplying the combustion chamber with sufficient amounts of fresh fuel charge to be turned into raw power, while simultaneously guaranteeing an of huge dollops of performance from your Vespa! What are the differences to the "old" racing MALOSSI 210? in the revised port layout. The side port windows have been completely laid-open and the massively The port windows have also been and the redesigned boost port is immediately obvious Upon closer inspection it now comprises of three , instead of two All kits are available with an MALOSSI High Turbolence Squish Racing (HTSR) head and come with an 'O'- ring gasket The MALOSSI kits since 2016 are delivered including a VERTEX piston with a skirt surfacing . This cutting-edge technology reduces considerably and can also as an emergency damage- in case of heat-seizure. to the ASSO piston that was with the pre-2016 Mk II version of their 166cc , the VERTEX piston is around 10% lighter. The skirt of the latest piston is shorter which eliminates the need for extra modifications when attempting to fit a long-stroke crankshaft. The port windows are noticeably larger on the VERTEX piston and also provide a much match to those found on the bore of the . This new piston type is compatible with all generations and types of the 210cc cylinders. The MALOSSI MHR' and MALOSSI Sport can be told apart by the different size of the outlet ports The 'MHR' also has only one piston ring More extreme port timings Additionally available in two types to cater for both 57mm and 60mm stroke crankshafts being fitted The 'Sport' version has a piston with two piston rings and can only be with 57mm stroke crankshafts The carburettor sizes, recommended by MALOSSI, for combination with this pair of cylinders is a maximum size of 30mm for the 'Sport' and a minimum of 30mm for the 'MHR' to exploit their full potential. Both types require a fuel tap with a flow-rate greater than the  type to avoid fuel starvation, carburettor and heat seizure. During the development of these kits the MALOSSI technicians made use of our very own Fuel tap to ensure an supply of fuel. Conclusion : If you require a non-compromising race for all uses the MALOSSI 210cc cylinders cannot be ignored! Technical details at a glance Aluminium 68.5mm bore 210.06cc 'MHR' can be ordered to also suit long-stroke (60mm) crankshafts 7 ports VERTEX coated piston with 1 (MHR) or 2 (Sport) wedge-shaped chromed piston rings Compression ratios : Without MALOSSI HTSR head – 10.5:1 with MALOSSI HTSR head 12.5:1 kit base and head gaskets The Best Setup - Our : W3CC spark plug, alignment 18-19°, SI 24/24E-G with mainjet 125-128 and head are a must Road exhaust or italian racing exhaust/ english racing exhaust such as / JL / RZ, LUSSO 3 clutch, race/long stroke drive shaft, PERFORMANCE and 28/30mm carburettor recommended, with 30-36 reed valve carburettor kit, full circle/flowed crankshaft, water cooled head.... makes for real Bottom End Tuning. not absolutely necessary, it barely makes sense not to make use of the opportunity and modify and match the port on the crankcase of the motor if you intend to fit this kit and respect the potential performance it can provide when set up. Technical Tip : On certain PIAGGIO PX 200 motors there were manufacturing tolerances in the production process to allow for the differing positions of the studs and their corresponding holes. PIAGGIO could compensate for this anomaly by providing their cylinders with 10mm holes to allow for the displaced studs. On the other hand, MALOSSI cylinders are only with 8mm wide . As it is impossible to and cater for these irregularly crankcases we recommend you check the fit of the before you mount the piston. If you wish to be completely safe, and not sorry, we recommend that you order the new PX 200 crankcases that are also by MALOSSI . from the scene user 'Smarco' : “Brilliant ! No matter whether you're racing or touring – it is capable of everything”. Manufactured by Vespa, for quality and reliability. both visual appeal and functional reliability.


Fitment:
MOTOVESPA 200 DS 200 9DS 2T AC '78-
VESPA 180 Rally 180 VSD1T 2T AC '68-'73 cylinder base must be machined
VESPA 200 Rally 200 VSE1T 2T AC '72-'79
VESPA COSA 1 200 VSR1T 2T AC '88-'91
VESPA COSA 2 200 VSR1T 2T AC '90-'96
VESPA P200E / PX200 E 200 VSX1T 2T AC '77-'83
VESPA PX200 E '98 / MY / Millenium 200 VSX1T 2T AC '98-'05
VESPA PX200 E Lusso/ EFL/ Arcobaleno / Elestart 200 VSX1T 2T AC '83-'97