quattrini 210 CST
SLUK 72-10


In October 2017 Sticky brought us news of yet another Lambretta tuning development, this time from an unlikely source. Max Quattrini, a tuner famed for building fast Vespa kits. This smallblock Lambretta kit has a 68mm bore giving it a capacity of 210cc when used with a standard 58mm stroke crank. That’s a few cc’s more than all the other smallblock kits, a feat allowed by using a spigotless barrel to permit use of a piston almost as big as the hole in the crankcase.


When we published that article it looked like it might not be as simple as bolting it on though, guys from the German Scooter Forum thought some welding of the cases might be required; thankfully that’s proved not to be the case, making this a much simpler way to gain some power for your smallblock engine.


You can read the full spec and details from our earlier feature here.

Chiselspeed 210
Leeds based scooter shop, Chiselspeed, or CST – ChiselSpeed Tuning as they’re also known after their recent rebranding exercise, invited us up to have a go on Chris Cook’s freshly built and crackle black powder coated GP. 
Martin, as far as we know, is the first person in the UK to build an engine using the new Quattrini 210 kit and he seemed suitably impressed. As did Chris and the other lads in the shop, who all gave me a knowing smile when I was handed the keys on a damp December morning. Chris fired the scooter up for me and straight away it sounded like a very, very sweet two-stroke should sound. Breathing with the aid of a TMX 28mm and an expansion chamber built by Chiselspeed especially for the Quattrini it sounded about as nice as any Lambretta I’ve ever heard, not too noisy, just crisp and clean – eager to rev.
 Pulls like a train
Riding somebody else’s freshly-built scooter on a damp and greasy winter’s morning on country lanes is always a little worrying. Well it was for the first three seconds at least. I forgot all about that as soon I let out the light 5-plate clutch and eased out on to the road. Any thoughts of binning it was soon forgotten. This thing pulls like a train from next to nothing; it’ll eat TS1s for breakfast. Despite having a capacity disadvantage the Quattrini makes close to 24bhp in this scooter and almost equals that power with 20.53 ft. lbs of useable torque, all in a relatively narrow spread of power. This engine is all about the torque, it just wants to go, the revs climb quickly without fuss and it’s easy to keep them there. There’s no need to be changing down all the time to maintain a decent speed; this thing is easy to ride. You can pull away at low revs in second and the engine doesn’t bog down or labour, it just gets on with the job. I’ve ridden 240cc Lambrettas that aren’t half as much fun as this smallblock 210.     
Video: Dyno and prices
Gearing up
You can ignore any glimpses of the speedo on the video, the clocks weren’t calibrated and this scooter isn’t geared for high speed, although it would easily pull an extra tooth on the front sprocket. Something that Chiselspeed will be messing with over winter. Even so, with this set up the scooter would happily sit at motorway speeds with enough left in reserve for overtaking and having fun. With one more tooth than your average Jeremy Kyle guest, it’ll be happier sat on the motorway but should still be good fun around the twisties. 
As it was though it felt like a crosser and that’s a good thing, peaky power over a short rev range. The front end becomes light very easily and in residential areas the need to short shift through the first three gears is mandatory. Get it out into a national speed limit zone though and you can let rip. The drive out of corners is immense, it pulls and pulls. Instant power, instant fun. You really can’t beat a sweet scooter with a quick motor, decent suspension and a good front disc. This one has the whole package, you can hear Chris Cook talking about his scooter in the video above.
SLUK 72-2
SLUK 72-9
CST – Chiselspeed Tuning exhaust
Aside from the well-designed kit, the characteristics of this scooter are fine-tuned by the CST 10 exhaust,  a pipe Chiselspeed designed to suit the kit and make the best use of that all-important torque. The scooter also runs a programmable MTEC Pro ignition, running a preset Quattrini 210 map set up by Chiselspeed. The MTEC costs around £145 and maps are available for most of the popular kits, the same goes for the exhaust. It comes with a choice of muffler options, is available in CST 10 or 11 (depending on the characteristics you want for your engine) and they’re just finishing a nicely tucked away version to fit full-bodied Series 1/2 models. The rough prototype is shown above right.
Graph 1
Graph 1


Dyno 1

The Blue graphs show the scooter as it was tested, running a 1.5mm packer plate, with slightly lower compression than the kit came as standard to allow ordinary pump fuel to be used. It’s also running an MTEC Pro ignition, CST 10 exhaust, side plug head (the kit has the option for two plug positions), 5-plate clutch and 28mm TMX carb. The red graph is the same setup but using the CST 11 exhaust. 



Graph 2: Smallblock kit comparison
Graph 2: Smallblock kit comparison


Dyno 2


These power and torque graphs compare four of the most popular smallblock cylinder kits from engines tested at Chislespeed. On both graphs, the pale blue curve is the new Quattrini 210. The red curves are for a Mugello 200, while the green depicts an RB20. Dark blue is the Casa SS200 kit. You can see that the Quattrini kit produces around the same power as the Casa kit, but it does so much lower down the rev range. What this translates to is a great deal more torque (rotational force) at the back wheel than any of the other three kits; the Quattrini with 20.5 ft-lbs betters the next best (RB20 at 17.2 ft-lbs) by almost 20%. To translate all this into English, you’ll feel the biggest kick up the pants from the Quattrini engine, with increased torque helping the engine to maintain speed better when loaded, uphill or into headwinds where smallblock kits are traditionally weaker.


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It’s always been said that there’s no substitute for capacity, hence the reason why smallblock engines often get removed and replaced by a 200 lump. I’m guilty of that myself, I didn’t really want to kit my small capacity Lambrettas so opted for 200 engines instead. I’m about to embark on another project and have a 200 engine ready to drop in the frame. Riding the Quattrini has made me reconsider things though. It’s just so much fun, the power delivery and rideability have given me something to think about for sure. Whilst we’re still allowed to mess with and ride our vintage two-strokes we might as well tune and thrash the shit out of them. 




The Quattrini kit costs £650 on its own, the CST 10 exhaust around £350 and the MTEC Pro Ignition another £150. Getting Chiselspeed to build a complete engine from scratch to this spec is going to cost around £3-£3,500. It needs building with top spec components if you’re going to bother doing it. Obviously, those costs will come down if you’re building it yourself or already have a decent clutch and crank, rather than buying new. Will this kit be usable as a long-distance rally bike? We’ll have to wait and see but it’ll be good fun finding out.


Contact: You can contact Chiselspeed direct by clicking this link


Or call them on: 0113 2811 052 and tell them we sent you…


Words, photos and video: Iggy

Thanks to Sticky for his tech help


Quattrini gallery

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