Cylinder -QUATTRINI M1X 172 ccm 3 channel- Vespa PX125, PX150, Cosa125, Cosa150, LML Star 125/150, Stella 125/150

Quattrini M1X 172 cc - Torque cylinder for PX and Cosa

The secret of the M1X cylinder is neither a wild overflow design nor a multi-piece exhaust.

Max Quattrini has "merely" perfected the well-known and classic tuning recipe using large scavenging surfaces and low control angles. Despite the surprisingly tame overflow and exhaust timing, the cylinder is able to produce a huge amount of flow due to the large available exhaust and overflow windows and convert it into a frightening amount of torque and power.

Universally applicable - touring engine or racing machine

The genius of this cylinder is its almost universal applicability. The short control angles make the cylinder a good basis for a powerful touring engine, even for inexperienced mechanics. Equipped with a tame exhaust (e.g. BGM BigBox) and the carburettor of the PX200, the M1X cylinder is already a real pleasure to ride and offers a solid basis for a long-lasting engine thanks to the superb material quality throughout.

The cylinder is also more than interesting for professionals. If the timing angles are increased by fitting a long-stroke crankshaft, not only does the displacement increase, but also - and this is much more important - the available scavenging area. As this is already very large on the M1X ex works, this quickly results in an extremely powerful cylinder without requiring much effort.

If the exhaust angle and the exhaust window are then increased, the 30 hp mark is quickly reached with a large carburettor and a suitable exhaust. Thanks to the tame 57 mm stroke control angle, the cylinder can also be used very well with crankshafts with over 62 mm stroke without having to lengthen the cylinder.

Aluminum cylinder with Nikasil - for rotary valve or diaphragm

(the current performance record with 64 mm stroke is 50 hp measured at the rear wheel). As befits this performance class, the cylinder is made of aluminum and is very durable thanks to an ultra-hard Nikasil coating. Thanks to the 62 mm bore, a displacement of 172 cc can be achieved with a stroke of just 57 mm (std.)

The M1X can be supplied with mixture via the standard rotary valve or the housing can be optionally converted to a reed valve. If you don't want to or can't mill your housing, but still want more power than the rotary valve intake can provide, you should take a look at the M1XL cylinder. Here, the diaphragm inlet is integrated directly into the cylinder and

the stable piston is fitted with two thin piston rings.

Conclusion: From power tourer to high-end racing engine, the Quattrini M1X can do it!

• Recommended control angle on rotary valve: 132° from TDC - 63° from TDC.
• Recommended squeeze dimension: 1.5 mm (distance from piston crown outside to cylinder head squeeze surface)
• Variotronic ignition setting: 22° from TDC at 1500 rpm