Crankcase MALOSSI V1 for Vespa P200 - product presentation

The 200cc PX motor provides THE ideal basis for all VESPA large or wide frame tuning projects. A tuned PX 200 motor equipped with a MALOSSI 210cc cylinder, a 60mm stroke crankshaft and a SIP 'Road' exhaust system provides you with a cruising speed of 110 km/h (almost 70mp/h) and a potential top end speed of up to 125km/h (almost 80mp/h). All the SIP touring VESPA's are equipped with tuned PX 200 motors which make our annual tours, with an average of 2500 km (over 1600 mls.) in five days possible, which proves that you can visit surrounding countries on older VESPA models without serious problems with reliability. The Austrian and German tuning scenes have shown that power outputs of up to 40 PS and more are possible, without the use of nitrous injection. The basis though, remains the PX 200 motor, making it the premium VESPA motor of all geared VESPA models. Everyone should have one at home, even if you put it on the mantelpiece.
Alongside their standard replacement engine casings, for the Vespa PX 200, MALOSSI also produce two reinforced and modified versions, ideal for tuning. The MALOSSI V-One with a disc-valve inlet and the Malossi VR-One including a reed-valve inlet. The Italians employ an AL Si7MG aluminium alloy in its construction, with a perfect proportion of both silicium and magnesium. The choice of this material was essential in the development of these engine casings. This was crucial in order to meet the requirements vital in the construction of a modern set of engine casings, that also have a function as a swing-arm. These specifications include withstanding corrosion, ease of modification, exact dimensioning and durable rigidity.
They have comfortably achieved these criteria, while setting an industry bench-mark to be measured by! Alongside the reinforcements around the original engines areas of weakness (output shafts, only five crankcase bolts, swing arm flex, shock absorber mounting fragility) they also decided to add more material where necessary to the gasket surfaces, transfer port surrounds, stator plate mounting and the cylinder opening.
One of the main innovations is their concept of new, stronger bolts to hold the engine casings together, traditionally M7 bolts with nuts and washers have been used. MALOSSI have chosen M8 bolts that are screwed directly into the threaded holes located larger engine casing half.
The result is an improved, tougher connection between the casing halves. The traditional large gasket between the two has also been replaced by MALOSSI recommending the use of a heat-resistant gasket material.
Both engine types have an opening for the electric starter and they also optimised the layout of the inlet port and the crankcase. Both have been gas-flowed to improve the transfer of the fuel mix around the crankshaft and towards the cylinder. The transfer port layout matches that found on either their 210 Sport or 210 MHR tuning cylinders and the engine/shock absorber damping rubbers are pre-mounted.
There are, of course a number of differences between the two types :
Engine Casings MALOSSI V-One (#5717245)
Engine casings with a disc-valve inlet, ideal as a direct replacement for the originals, no carburettor manifold included, reinforced, M8 Allen engine bolts, internal dimensions identical to the originals, bearings not included, pre-mounted cylinder and brake mounting studs.
Engine Casings MALOSSI VR-One (#5717230)
Engine casings with a reed-valve inlet, for ambitious and experienced tuners, includes a 360° rotatable reed-valve manifold for Dell'Orto PHBH 30-34mm carburettors, a six-petal reed, extra reinforcemetns, M8 Allen engine bolts, crankshaft bearings (flywheel-side: 25x52x15/clutch side: 25x62x12), pre-mounted cylinder and brake mounting studs.
Conclusion : The V-One represents an ideal replacement for the original PIAGGIO engine casings. Fans of their famous 210cc cylinder kits will appreciate the transfer port layout. The improved casing connection provided by the M8 engine casing bolts also allows the engine to be split while still mounted in the frame. Ambitious tuners will prefer the VR-One that possesses all the advantages of the V-One, plus extra features such as the reed-valve assembly and reinforcements to counter the stresses created by increased performance. The use of a ball-bearing instead of the original needle-roller type on the crankshaft is a welcome solution to an old Vespa issue. Both crankshaft bearings are included in the delivery, along with the complete reed-valve assembly. If you also consider the updated engine gasket system, these engine casings represent unbeatable value in this price-range!
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What sealant do you recommend to use on the sealing faces?