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MALOSSI - Cast-i-cylinder kit ø 63
3117676
€280.56
€238.47
Save 15%
Handling 4-5 days
CAST-I-CYLINDER KIT Ø 63 CYLINDER The cylinder has a bore of 63 mm with a displacement of 178 cc and completely revised internal fluid dynamics. New port mapping allows for a high degree of coupling both with linked sumps and with completely new sumps, and includes a special profiling designed to optimise flow and obtain significant increases in performance, without the need to carry out any additional work on the vehicle. TRANSFER PORTS The transfer ports have a profile designed to correctly orientate the incoming flow and obtain a high degree of turbulence, thus ensuring improved combustion…
Attention: Universal Product
This product is indicated as universal, it may not be compatible with your motorcycle.
Please make sure before purchasing it
This product is indicated as universal, it may not be compatible with your motorcycle.
Please make sure before purchasing it
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CAST-I-CYLINDER KIT Ø 63
CYLINDER
The cylinder has a bore of 63 mm with a displacement of 178 cc and completely revised internal fluid dynamics. New port mapping allows for a high degree of coupling both with linked sumps and with completely new sumps, and includes a special profiling designed to optimise flow and obtain significant increases in performance, without the need to carry out any additional work on the vehicle.
TRANSFER PORTS
The transfer ports have a profile designed to correctly orientate the incoming flow and obtain a high degree of turbulence, thus ensuring improved combustion efficiency and optimal scavenging. These improvements make it possible to increase combustion efficiency, reduce fresh load exhaust losses and keep the temperature in the chamber within permitted levels, even on the piston crown.
The rear ports have been the subject of a significant degree of research that has led to the design of an innovative double inclination profile (1-2) which, by exploiting the Coandà effect, allows for a greater range compared to traditional rear ports modifying, however, the orientation of the jet from the single intake port in the combustion chamber. This reduces incomplete combustion of the fresh exhaust and simultaneously increases the amount of the injected fresh fuel/air mixture.
Even the exhaust has been the subject of a major overhaul and includes newer and larger timing and a redesigned profile to ensure the correct flow of exhaust gases directed towards the exhaust pipe.
PISTON Ø 63
The Ø 63 piston contains a double guide strip designed and optimised over many hours in the test room. The piston has a profile designed to cope with the high temperatures developed in the chamber during operation, especially in the most severe conditions. It allows the piston to take on the proper cylindrical shape, once the working temperature is reached, and allows a more uniform sliding surface over the cast iron cylinder. This new profile reduces the coupling clearance between the cylinder and piston to guarantee greater drive in the reciprocating motion in the cylinder walls and reduces rotations around the gudgeon pin axis, thus reducing the risk of seizing, a very dangerous phenomenon and common in high-performance, cast-iron cylinders. Even the metallic jingle, audible at low levels and common in this category of vehicles, has been significantly reduced. The double, elastic piston ring guarantees efficient sliding of the piston and provides a continuous seal over time to the pressures developed in the chamber.
HEAD
The head has been heavily revised, starting from the cooling fins, which are now curved and more winding, exposing a greater surface area to the air and maximising the cooling effect. The head fins have also been inserted into the cavity between the head and the cylinder to create significant air flow, capable of further improving operating temperature. The result is pleasing to the eye for its unique and original shape thanks to the precise positioning of the fins, the design of which only stops when absolutely necessary, at the holes for inserting the fixing screws. The very structure of the head has been revised, increasing the mass to obtain record rigidity, bringing together lightness with maximum possible cooling fin length, and making most use of space freed by the conveyor. The inside of the head is hemispherical and is worked with digitally controlled machines. The position of the spark plug is noticeably inclined, even though remaining in the centre. The kit contains two centring bushes to guarantee perfect coupling between the head and the cylinder, only separated by an O-ring. This solution, which comes straight from the world of competition racing, guarantees maximum hold and maximum possible heat exchange, eliminating almost all kinds of seal and so removing all barriers between the head and the cylinder.
| 3117676 | Ø 63 mm |
| Use | Urban / sport |
| Power range | 14 / 22 |
| Level of elaboration | easy |
| Carburettor recommended | Si 24/24 phbh 30 |
| Stroke | 57 |
| Compression ratio | 1:10,5 |
| N° piston rings | 2 |
| N° ports | 6 |
| Head | Hemispheric |
| Spark plug | IW 27 |
| | |
Products reserved exclusively for racing in specifically designed locations according to the provisions of the competent sporting authorities. We disclaim all liability for improper use
Documents and videos
Vehicle compatibility (10 vehicles)
LML(2)
- STAR 125 2T
- STAR 150 2T
Vespa(8)
- COSA 125 2T
- COSA 150 2T
- PX 125 2T euro 0-1
- PX 125 2T euro 2 (VLX2M)
- PX 125 2T euro 3
- PX 150 2T euro 0-1
- PX 150 2T euro 2 (VLX2M)
- PX 150 2T euro 3
3117676
Data sheet
- Country of origin
- Italy
- Vehicle brand
- LML
Vespa - Vehicle
- LML STAR 125 2T
LML STAR 150 2T
Vespa COSA 125 2T
Vespa COSA 150 2T
Vespa PX 125 2T euro 0-1
Vespa PX 125 2T euro 2 (VLX2M)
Vespa PX 125 2T euro 3
Vespa PX 150 2T euro 0-1
Vespa PX 150 2T euro 2 (VLX2M)
Vespa PX 150 2T euro 3
Components and spare parts
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