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Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125

3333713
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125
Cylinder kit -QUATTRINI M1B 60 GTR, 144ccm- Vespa V50, PV125, ET3, PK50, PK80, PK125

Description


The Quattrini M1B 60 GTR is perfect for those who already drive e.g. a Polini 133 in cast iron and are looking for more power and torque. With real 144ccm, large flushing surfaces and sporty steering angles (approx. 128°/188°) it offers a high performance potential of over 20hp/20Nm. For this it needs a revised inlet with sufficient cross section (carburettor min. Ø28mm) and a good resonance exhaust like PM40 (perfect Tourer), L&S Franz (more top performance than PM40) or the L&S Big Bertha (lots of torque, lots of power). The cylinder already has a good performance in the pre-resonance range and, depending on the exhaust, enters the power band fully from about 6000 rpm.

  • displacement: 144cm³

  • bore: Ø60mm

  • stroke: 51mm

  • control angle: 128°/188°, advance outlet:30°

  • spindle housing: No

  • squeezing edge: 1,1mm

  • torque cylinder head screws: 12Nm

  • spark plug: NGK B8HS/B9HS

  • control angle rotary vane: 128° from TDC to 56° from TDC

  • distance exhaust stud bolt: 56mm (M7)

  • exhaust duct cross section: 31,8 x 29,8mm (transverse oval)

  • Pre-ignition Vespatronic: 24°/25° at 1500rpm

The Quattrini M1B is designed to run on a standard engine housing. Due to the missing cylinder base, the motor housing does not need to be enlarged in diameter in the area of the cylinder base support (spindle). As centering in the housing is an approx. 1mm long sprue. For assembly, only a piece of the alternator-side engine housing in the area of the cylinder base sealing surface must be removed. This can easily be done with a normal metal saw. To do this, a kind of crescent is removed from the area above the ignition base plate. Otherwise the cylinder with its protruding overcurrent channels would bump into the engine.

Any standard crankshaft of the 125cc models with standard 51mm stroke and 97mm connecting rod length can be used as crankshaft. Due to the high performance, however, you should pay attention to a good quality and a stable cone. We recommend the use of a so-called ETS shaft. This shaft has a very solid and durable cone for the pole wheel. Possibly necessary conversion bearings for the motor housing to be able to use this shaft type are available from us.

FAZIT: Well thought-out and high-quality Quattrini Powertourer which enables a very good drivable and powerful motor setup with little effort.



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€369.00 *

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The item is ordered and will be in stock soon

Estimated delivery date: 08/10/2020

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The Quattrini M1B 60 GTR is perfect for those who already drive e.g. a Polini 133 in cast iron...Continue reading

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