Bfa 78245620 Silencer Racing Sip Bfa 306 Piaggio Vespa 125 1952-1954

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Bfa 78245620 Silencer Racing Sip Bfa 306 Piaggio Vespa 125 1952-1954
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BFA 78245620 EXHAUST RACING SIP BFA 306 PIAGGIO VESPA 125 1952-1954
"for competition only! Not allowed in the German StVZO area! As any experienced tuner knows "Nothing beats cubes, except more cubes". BFA has taken this wisdom to the extreme and is now producing a complete engine, suitable for largeframe Vespa models, with a cubic capacity of a whopping 306cc! No engine component is left untouched by this madness! The design of the casings, cylinder, crankshaft etc. They were all designed for the challenges posed by a high-end 306cc engine. The result takes the Vespa to another new level. Power, torque and performance of the available performance are more comparable to that of a modern Motocross than a modest street scooter! The crankcases of this 306cc BFA engine are produced in completely new die-cast shapes and retain the original basic structure and crankshaft spacing of the original PIAGGIO types. Around these parameters, BFA has created a lot of extra space for expansion. Enough for a much stronger crankshaft with a longer stroke, the cylinder with a 78mm bore, a large transfer port layout and thicker crankcase and shaft support mounts for greater structural stability. A wonderful example of this is provided by the particularly useful massive input shaft assembly. The distance between the cylinder mounting pins is 100mm x 100mm and the 70mm inlet port opening is directly adjacent to the cylinder base mounting surface and is stretched across both halves of the motor body. Both crankshaft bearings have an external diameter of 62 mm and the original PIAGGIO 613912 bearings can be used. On the clutch side, the crankshaft is supported by a needle bearing. Shaft seals 25x35x7 and 25x40x7 are used on both ends of the crankshaft. The crankcases are complete with rubber dampers for both the swing arm pivot and rear shock mounts, but the reed valve and its housing require ordering separately. The BFA kit comes with a four-petal barrel that is already used with QUATTRINI and DEA cylinders. The short die-cast manifold delivers the fuel mixture to a filling device in the crankcase with an ID of 40mm and a connection diameter of 45mm. The central feature of the BFA 306 engine is provided by the totally new cylinder. Its unusually large capacity is provided by a 64mm stroke and 78mm bore. The piston has a flat crown and a single piston ring and the cylinder head has an O-ring seal and is secured with eight bolts. The candle is positioned centrally. Gas exchange through the cylinder is handled by five bulky transfer ports coupled with a double deck exhaust port. The exhaust mounting flange is made of steel, it is fixed to the cylinder with four bolts and the outside diameter of the fitting is 50mm. The cylinder mounting pins do not extend to the cylinder head as the cylinder is attached to the housings only at the base. This feature offered more room for engineers to develop a more efficient transfer port layout. The crankshaft has an extremely robust construction, with a width on the belts of 102 mm in diameter of 54.4 mm. The forged and polished connecting rod has a length of 135mm and the clutch hub is particularly solid in appearance. The clutch is no longer conventionally attached to the crank with a woodruff key which ensures correct positioning but is attached to the crank with a stable tooth mechanism. The flywheel hub uses the usual slot and key method, compatible with most common flywheel mounts. The clutch, which BFA created for this engine, is attached to the BFA crankshaft with a firmly fixed gear that prevents misalignment through twisting. It is based on the PX-style clutch they already manufacture but effectively reverses operation and basic construction. This primarily reduces the total mass rotating with the crankshaft and also improves clutch plate cohesion, facilitating smoother overall operation and also eliminating clutch snatch. The primary drive gear has also been custom developed for this engine clutch. Its ultra-low profile design not only provides reliable and durable power transmission, but also frees up the essential space for further adjustment measures. This construction trick allows, for example, the inclusion of five friction plates within the clutch. The clutch pinion is attached to the CNC machined aluminum clutch basket with twelve bolts and the inner shaft is provided with a needle roller bearing, which replaces the original style bronze bushing. The pressure plate also features a support mechanism, positioned around a rotating aluminum center. The clutch plates are all made of aluminum and the bottom plate has six recesses, similar to the Vespa smallframe clutch design, which can be equipped with two coil springs in each other. Delivery includes a straight primary sprocket and two special bolts that allow the clutch plates to be replaced while the clutch is still attached to the crankshaft. All this new technology fits under a standard PX 200 clutch cover! The exhaust for the BFA 306 has, along with the rest of its main components, also specifically developed to complement this advanced engine concept. This means not only that it is perfectly matched to the exhaust flange on the cylinder, but it has also carefully calculated the dimensions to match its capacity, port timing and channel cross sections to produce a strong and harmonious power curve. The BFA 306 engine and its separate components represent the most exclusive tuning accessories available to increase the performance of traditional motorized scooters. This is not necessarily just a reference to the price segment it is in, but much more the impressive quality of the high-end materials and the engineering standards involved in its construction. The absolute highlight is the potential "warp speed" performance that can be provided by this cutting-edge technology. Another master stroke is that all these modern components have been assembled within the confines of a larger Vespa motor unit! Conclusion: the best method to make a wolf in sheep's clothing! 306cc / reinforced casings / 5-disc clutch / reed valve inlet / 78mm bore SIP-TIP: To seamlessly integrate the inclusion of a BFA engine into your scooter setup, don't forget to order a solid set of gears for gears, such as DRT F1 components. A modern ignition system (for example a SIP Performance ignition) and a properly sized carburettor (Keihin PWK 38) are also highly recommended, if not essential! "
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1951/1955
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1957/1958
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1956/1965
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1957/1959
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1959/1965
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"for competition only! Not allowed in the German StVZO area! As any experienced tuner knows "Nothing beats cubes, except more cubes". BFA has taken this wisdom to the extreme and is now producing a complete engine, suitable for largeframe Vespa models, with a cubic capacity of a whopping 306cc! No engine component is left untouched by this madness! The design of the casings, cylinder, crankshaft etc. They were all designed for the challenges posed by a high-end 306cc engine. The result takes the Vespa to another new level. Power, torque and performance of the available performance are more comparable to that of a modern Motocross than a modest street scooter! The crankcases of this 306cc BFA engine are produced in completely new die-cast shapes and retain the original basic structure and c
Anni veicolo
1952-1954
MPN
78245620
Brand
BFA MOTORI
EAN
Non applicabile
Marca veicolo
PIAGGIO
Marca
BFA MOTORI
Cilindrata veicolo
125
Modello veicolo
VESPA 125
Quantity
1