QUATTRINI M210 Racing Cylinders for Lambretta 125-175 Engine Blocks – an exceptional cylinder design for high-torque everyday engines.
Anyone who wants to ride a Lambretta with performance befitting the brand traditionally turns to the engine from the 200 models as a base. The larger bore and the resulting displacement are irreplaceable for a high-performance engine. The problem: Engine blocks from the 200 models are rarer and more expensive than those from the Lambretta 125–175 models. The latter, on the other hand, are often still gathering dust on the shelves of many hobby workshops.
- 210 cc for Lambretta 125–175 Engine Blocks
- 68 mm bore without a classic cylinder base
- Side-mounted diaphragm intake with Boysen ports
- Designed for broad-band, high-torque everyday engines
Big power for small engine blocks
Max QUATTRINI puts an end to this situation with a spectacular innovation. His M210 is a Cylinder for Lambretta 125–175 engine blocks that can easily hold its own against Cylinders designed for Lambretta 200 engine blocks. At 68 mm, the Racing Cylinder has an unusually large bore for these engine blocks. This minimizes the displacement disadvantage compared to the larger engine blocks.
This bore is made possible by omitting a traditional cylinder skirt. Instead, the M210 has only a 1.3 mm deep shoulder, which serves more for centering than as a cylinder skirt. To prevent the piston from extending too far down out of the Cylinder, a crankshaft with 116 mm Conrods must be used. A stroke of 58 mm is specified.
Side-mounted diaphragm intake with Boysen ports
Another unusual solution is the design of the diaphragm inlet. The diaphragm box is positioned on the left side next to the Cylinder. This keeps the Carburettor on the same side as in the original configuration.
From the Reed Valve, the fuel-air mixture flows not only directly into the Cylinder via an oval inlet but also through Boysen ports that lead from the Reed Valve into the overflow channels. The Intake Manifold has an inner diameter of 30 mm and an integrated Stuffer that ensures a smooth transition between the Carburettor and the Reed Valve.
Well-Thought-Out Cylinder Layout
The cylinder’s layout makes good use of the space in the Lambretta crankcase: four overflow channels, two boost ports, and a large exhaust port with a 65% chord length.
The combustion chamber is centrally located in the Cylinder Head and extends 1 mm deep into the bore. This ensures it is always precisely centered and provides a reliable seal. O-Rings are installed in the stud holes to further seal the Cylinder Head. The long-threaded Spark Plug is positioned as it is in the original Cylinder Head when the engine is shipped. However, the Cylinder Head can be modified to accommodate a centrally mounted Spark Plug. The geometric compression ratio is 10.5:1.
The flat piston is coated with a break-in coating. Two sturdy, 1-mm-thick steel Piston Rings represent the current state of the art. Without rings, Gudgeon Pins, and Clips, the piston weighs 204 g. Ready for operation with these parts, the weight is 255 g.
Everyday Use Instead of High RPMs
The goal in developing this cylinder was not to build a high-revving race engine with maximum power. Rather, Max QUATTRINI aims for broad-band, high-torque, and pleasant-to-ride everyday engines. This goal is also evident in the recommendations for the Exhaust and Carburettor: The manufacturer recommends using a box Exhaust and a 26 mm Carburettor. Both are components better suited for relaxed everyday use than for pure track use.
Technical Specifications
- Material: Aluminum
- Displacement: 210 ccm
- Bore: 68 mm
- Stroke: 58 mm
- Connecting rod length: 116 mm required
- Cylinder base: without classic cylinder base, 1.3 mm centering shoulder
- Intake: Diaphragm intake
- Diaphragm housing position: on the left side next to the Cylinder
- Intake Manifold: 30 mm inner diameter
- Intake Manifold: with integrated Stuffer
- Bypass channels: 4 bypass channels
- Boost ports: 2
- Exhaust: large exhaust with 65% chord length
- Main bleed valve and boost port: 123°
- Secondary overflow port: 118.5°
- Exhaust timing: 180°
- Advance: 28.5°
- Recommended squish edge: 1.5 mm
- Geometric compression ratio: 10.5:1
- Cylinder Head: centrally located combustion chamber
- Cylinder Head: extends 1 mm into the cylinder bore
- Cylinder Head sealing: O-Rings in the stud holes
- Piston: flat piston with break-in coating
- Piston weight: 204 g without rings, Gudgeon Pins, and Clips
- Piston weight, ready for operation: 255 g
- Piston Rings: 2 x 1 mm steel
- Exhaust fitting diameter: 65 mm, M8
- Oval exhaust port: 42 x 36 mm
- Cylinder length: 103.3 mm
Scope of delivery
- Cylinder
- Piston
- Two base gaskets in different thicknesses, 0.3 mm and 0.5 mm
- O-rings for sealing the Studs in the Cylinder Head
- Intake Manifold
- Reed Valve
- Cylinder Head
- Screws for securing the Reed Valve and Exhaust
- Installation Guide
- Exhaust gasket
Conclusion: The QUATTRINI M210 is an exceptional cylinder design for Lambretta 125–175 engine blocks, engineered to build a powerful, smooth-running engine for everyday use.
These products fit perfectly – SIP TIPS:
- Order the crankshaft with 116 mm Conrds at the same time
- The contour of the over-flow cylinder can be better adapted to Spanish or Indian casings
- With Italian casings, the sealing surface becomes very tight in some places; in these cases, it is recommended to weld the casing and re-machine it
