Cylinder -PINASCO 213 cc Super Sport, s=57mm, b=Ø69mm- Vespa P200, Rally200

  • zylinder_pinasco_213_ccm_super_sport_hub_57mm_b_69mm_vespa_px200_rally200_pn0810s57_1__200x200 (1)
  • zylinder_pinasco_213_ccm_super_sport_hub_57mm_b_69mm_vespa_px200_rally200_pn0810s57_1__200x200 (1)


The big Pinasco (213cc/225cc) has received considerable competition since the release of the Polini 210 Alu. Both are very well... read more
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The big Pinasco (213cc/225cc) has received considerable competition since the release of the Polini 210 Alu. Both are very well made and durable touring cylinders.
However, the Polini always had more power and torque due to the larger channel cross-sections.

Pinasco is now countering with a revised cylinder. The existing channel design was supplemented by an additional flushing channel on each side. The design reminds a little bit of the classic “boostporting” from the 1970’s, where the experienced tuner milled further channels manually into the cylinder bore.

The cylinder still has no overflow channels which are filled directly from the engine housing. The massive milled piston provides the necessary mixture flow. Pinasco has saved itself a new (expensive) casting mould by this trick and still achieved an increase in filling. Therefore both the 213cc and the 225cc can be mounted on the engine housing without modifications. Only the boost port, which also has a direct connection to the crankcase on the original cylinder, has been made slightly larger here. However, an adjustment is not absolutely necessary for a perfect operation. Most of the filling is done by the main overflow valves, an adjustment of the boost port would be purely cosmetic.

As a special feature the cylinder now offers additional threads for the eightfold screwing of the head. However, the supplied cylinder head does not yet support this feature. Compared to the old version the head is no longer centered by sleeves but by a shoulder in the cylinder head sealing surface.

As with the 177cc alloy V2 versions the new 213/225cc cylinders are no longer manufactured by Gilardoni. Their overburdened production by BMW forces many Italian tuning manufacturers (including Malossi), who cannot score with massive quantities, to switch to another (non-European) manufacturer. This does not do any harm to the quality, the big Pinasco is still a bench in terms of durability and suitability for everyday use.

The cylinders are based on the channel design of the original cylinder and now have two additional flushing channels. In combination with the slightly larger exhaust port and slightly raised head angles compared to an original cylinder, the Pinasco is ideal for those who want more torque and power in the everyday rpm range below 6500 rpm, but want to keep the basic buffalo characteristics and durability of the original 200cc engine.

  • The 213cc version can be mounted without any further modifications (except the carburetor spraying)
  • The 225cc version requires a crankshaft with 3mm more stroke (60mm long stroke shaft)
  • The 225cc cylinder is designed for This stroke has already been designed and does not require any further gaskets other than those included in the cylinder kit

The main nozzle should be selected sufficiently large before the start of the journey so that the engine only takes on gas when stuttering. Then reduce the main nozzle until the engine can be accelerated cleanly through all gears. This main nozzle offers for the beginning a sufficient safety with which the engine can be run in without danger.

The pre-ignition is dependent on the remaining component selection, lies however as a rule between 21-23° of OT.


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