The cylinder has the following technical features:
- Wössner 68 mm forged piston
- Aluminium cylinder with Nikasil coating
- Compatibility with M200 and Egig250/300 studs (8 holes)
- Distance between the exhaust fixing holes of 65 mm (identical to the M200) with an additional third central threaded hole M8
- Available configurations:
- 56.5 mm stroke / 116 mm connecting rod (205 cc)
- 58 mm stroke / 117 mm connecting rod (210 cc)
- 60 mm stroke / 117 mm connecting rod (220 cc)
- M4.5 thread for SIP thermal probe on the cylinder head
- Fixing points and dimensions compatible with the PX125 cylinder boot
- Compression ratio of approx. 12.5:1 with a squish of 1.2-1.3 mm
- Available with one-piece or three-piece exhaust
- Italkit 8-petal reed valve
- 30 mm or 34 mm intake manifold, designed to perfectly match the original frame hole
- Central spark plug for optimal combustion
- Two centering pins at the base of the cylinder, usable only in combination with the EGIG/Fabbri crankcase

The new cylinder can be used in all possible variants and power classes, offering a solution suitable for every need. From comfortable touring to a sports engine for long distance racing, this project aims to satisfy the different perspectives of each mechanic or driver regarding the ideal engine.

The EGIG 205/210/220 cylinder is designed to offer high performance and versatility, adapting to different configurations and riding styles, from relaxed touring to long distance sports competitions. The cylinder structure represents a compromise between the needs of the track and those of the road, with distribution phases that vary according to the stroke, oscillating between 127°-129° for the intake and 183°-186° for the exhaust; as the stroke increases, the exhaust advance decreases.

The cylinder is available with single exhaust or with boosters:

- Single exhaust: Allows power up to 35 HP and 35 Nm, with early and uniform power delivery. The engine is less sensitive to climatic or altitudinal variations, making it easier to adjust the carburetor and reducing the possibility of power gaps even with rich mixtures. However, you give up about 3-4 HP and 500 rpm of band compared to the exhaust with boosters. Up to 7500 rpm, this configuration offers superior performance compared to multiple exhausts.

- Booster exhaust: Allows you to reach power levels of up to 40 HP and 35 Nm, offering more power and a wider rev range, but with less torque at lower revs. Power delivery is more abrupt and slightly delayed. Carburetor adjustment requires more attention and, if not optimal, power gaps may occur; however, the cylinder design, reed valve block and timing help to mitigate these effects.