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.
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.
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.
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
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