Racing Cylinder QUATTRINI M-210-TV

for Lambretta 125 LI/
pecial/
L/
P/
50 LI/
pecial/
X/
L/
P/
75 TV 2
-3

aluminium
2 piston ring(s)
with cylinder head
nikasil coated, with manifold and reed valve

TUNING SPORT – high-performance

For race use only. Not admitted in the area of the German StVZO! Product description
If you wish to provide a Lambretta with a tuned engine more suited to modern requirements a 200cc version is usually taken as a basis for the project. Its larger bore and potential capacity are an essential aspect when tuning high performance engines. Unsurprisingly, this is no secret and the 200cc engines are becoming increasingly more rare and expensive than those originally found in the 125-175cc class of Lambretta models. Many of these small-block engines therefore lie around forgotten in the darkest corners of Lambretta workshops. In his own inimitable style Max QUATTRINI has put an end to these many years of neglect! His M210 is a cylinder conceived for the 125-175cc Lambretta engines that withstands direct comparison to the performance delivered by the type of cylinder found on 200cc engines. Its oversized 68mm bore is highly unusual for cylinders destined for combination with the Lambretta small-block engines, providing the extra capacity required to perform on a level with large-block based tuning projects. This larger bore diameter is facilitated by the omission by Max of a cylinder foot from its design. Instead, the M210 is provided with a 1.3mm collar projecting into the crankcase, that acts more as an aid to centring than as a traditional cylinder foot. To prevent the piston skirt from protruding from the cylinders base at its lowest point of travel a crankshaft fitted with a 116mm con rod will be necessary. This provides the required 58mm of stroke. The next ‘Max-traordinary’ solution the M210 is equipped with concerns the design of the reed-valve inlet. The reed-block is situated to the left of the cylinder, keeping the carburettor on the same side of the scooter as with the original set up. The fuel-mixture is not just transferred through an oval channel to the cylinder, but is also channelled through a set of Boysen ports that lead from the reed-valve directly to the transfer ports! The inlet manifold has an internal diameter of 30mm and is equipped with a stuffer to smooth the flow of gas between the carburettor and the reed-valve. The layout of the cylinder exploits the room available to the maximum : Four transfer ports, two boost ports and a huge exhaust port with a chordal dimension of 65%. The combustion area is located centrally within the cylinder head and protrudes by 1mm into the cylinders bore, ensuring 100% centring and sealing. O-ring gaskets are also included to surround each opening for the cylinder holding studs. The long thread spark plug mounting can be used in its traditional off-centre position as the kit comes, out of the box. The design of the cylinder head however provides the option of repositioning the spark plug to a more efficient central position above the piston. The geometric compression ratio is given as 10.5:1. The flat-crowned piston has its skirt coated to ease friction during the running-in period and is equipped with two state-of-the-art 1mm thick piston rings. The piston alone weighs 204g and when the piston rings, gudgeon pin and circlips are added a total of 255g. This cylinder was not conceived with the aim of producing a rev-hungry, fire-breathing performance monster pushing out superlative values. Max had a type of comfortably performing, everyday runabout in mind, with a maximum width power-band and adequate reserves of useful torque. This becomes more obvious when the recommended peripheral exhaust and carburettor combination is considered. QUATTRINI stipulate that an ideal set up consists of a traditional box-style exhaust and a 26mm carburettor of your choice. Both component types that are more suited to relaxed everyday use, rather than racing around in circles as fast as is possible.
Scope of delivery:
– Cylinder- Piston- two base gaskets (0.3mm and 0.5mm)- O-rings to seal the cylinder head studs- Manifold and reed valve- Cylinder head- Bolts to fix the reed valve and the exhaust- Mounting instruction- Outlet gasket

Technical specifications:
Capacity: 210cc Stroke: 58mm Bore: 68mm Port timings: Main transfer & boost ports: 123
Sub-ports: 118.5
Blow-down timing: 28.5
Exhaust port chordal dimension: 65% Recommended squish: 1.5mm Geometric compression ratio: 10.5:1 Piston weight: 201g Piston with rings, gudgeon pin & circlips: 255g Piston rings: 2x1mm steel Exhaust stud spacing: 65mm, M8, oval opening:42x36mm Cylinder height: 103.3mm Reed-valve manifold, 68mm bore, six transfer ports, central combustion area, flat-crowned piston, Boysen ports, aluminium cylinder
Conclusion:
An extraordinary cylinder concept, conceived for setting up a relaxed tourer/cruiser motor project. – TIP: The transfer port design is better suited to Spanish or Indian engine casings. The Italian casings can be used but require welding and machining to supply the required material for this kit. Do not forget to order a crankshaft equipped with a 116mm con rod!