for Vespa 200 Rally/ P200E/ PX200 E/ Lusso/ ’98/ MY/ Cosa 200
incl. gaskets

TUNING RACE – for professionals Product description
A racing cylinder with the maximum capacity and transfer port cross sectional area that can be currently realised on Vespa engine casings: The BFA 244

The engineers at BFA are famed for their extreme tuning philosophy. There are usually at home with Vespa smallframe engines producing over 50PS. BFA have already developed their 306cc engine for the Vespa largeframe models. Now, with the BFA 244, they have turned their attentions to the original largeframe motor concept.
72mm bore.
three-part bridged exhaust port.
Extremely capacious transfer ports.

BFA have taken an unusual approach, to combine a maximum capacity with extraordinarily large transfer port architecture. Their goal with these cylinders was not necessarily to produce the maximum amount of power, but more to provide an especially wide and usable power band. This capacity of 244cc has not been restricted by BFA to be only compatible with PX large block engines, there is also a version at this cylinder available suitable for the smaller 125/150cc PX engines both versions take a different approach to the incorporation of such a large bore and transfer ports within configuration of the original engine casings.
PX200 engine casings version:
Here they use an adapter plate, to avoid the cylinder studs from obstructing the transfer ports and the dual-bridged exhaust port arrangement. The plate is attached to the original cylinder stud threads with Allen bolts. Four cylinder studs protrude from the plate to which the cylinder is then attached with the threaded sleeves. A cylinder base has been omitted and the cylinder is held in position with the new stud assembly.

Port timings with 60mm stroke:
Boost port: 121??.
Transfer ports: 128??.
Main exhaust port: 182??.
Additional exhaust ports: 168??.
PX 125/150 engine casings version:
The cylinder possesses a 7mm thick base, which requires the crankcase to be machined out to an internal diameter of 76mm. Beneath the collar sufficient room is required for the 72mm diameter piston. The exhaust port is arranged identically to the PX200 version, meaning all Vespa 200 model exhausts are also compatible. While the additional exhaust ports are routed around the cylinder studs the transfer ports are designed so the studs are lead through them.

Port timings with a 60mm stroke:
Boost port:128??.
Main transfer ports: 124??.
Additional transfer ports: 130??.
Exhaust ports 178??.
The cylinder head
The cylinder head has an eight bolt attachment. The cooling fins are anodised in a black colour to improve dispersion of heat and is sealed using an O-ring gasket. Its collar extends to the bore, ensuring accurate centralisation.
Technical details
8-times bolted cylinder head
Cylinder head black anodised
Bolted steel exhaust manifold
Nikasil coated aluminium cylinder
Forged piston
1 piston ring
For PX 200 exhaust systems
72mm bore
3 exhaust ports
5 transfer ports (version for PX 125)
6 transfer ports (version for PX 200)
For 60mm stroke/127mm connecting rod

BFA recommend this cylinder be combined with the engine casings. It is in theory possible with original PIAGGIO casings, but the option is a lot more solid and enduring. A crankshaft with a 127mm con rod is necessary for both cylinder types.

Conclusion
: BFA are shifting the horizons and expanding the potentials on the basis of the classic Vespa engine type.

The best set-up – our
A suitable
127mm crankshaft
PX engine casings
The
Viper Box
exhaust is extremely torque orientated and excellent for touring