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should be this one: www.drtdenis.com/prodotto/ingr-lambr-2a-z41-drt-dp/ Greatings to Denis and price is on request - you have to contact him via email pls

"Thanks a lot! That means a lot to me. More videos coming soon! 😃 Hope my English isn’t too terrible for native speakers... 😅"

@@Lambretta-Lutz No problem with the English at all, but some videos, the sound quality comes and goes. Maybe one of those funny little furry microphones clipped to your lapel would help maintain consistent sound levels. Keep up the good work.😜👍

Ich verstehe dein Argument, jedoch denke ich, dass mein "Dinglisch" für Muttersprachler auch nicht gerade angenehm ist... 😉 Du kannst mich einfach kontaktieren kannst - meine Homepage und das Kontaktformular sind in drei Sprachen verfügbar. lambretta-lutz.de/de/Nehme-Kontakt-auf/

The assembly is indeed quite complex, and even though I have done it countless times, I don't always think of everything while recording. So, thank you for your comments and feedback. In fact, I have never used thread locker on the clamp but rather new Nordlocks. Thread locker could theoretically lose its effectiveness at high temperatures, whereas Nordlocks do not, especially under dynamic loads. However, it might be a good idea to use thread locker on the central shaft bolt if it has been removed more than six times, as Nordlocks slowly lose their effectiveness over time.

Thank you, @Coolrunnings2, for your comment and great observation! I intentionally left that out because I plan to make further modifications and will be taking the engine apart again. This means I'll have to loosen both the clamp and the central bolt anyway. For the clamp, I can easily replace the Nord-Locks after using them once. However, replacing the Nord-Lock in the crankshaft is not as straightforward, so I decided to preserve the fastening. I will make sure to mention your comment at the beginning of the next part and explain why I didn’t torque them this time. Many thanks again, and best regards!

Thanks! Yeah, having the right tools definitely makes things easier, but problem-solving is still key. Glad to hear you're following along-hope you’ll enjoy the next video on the cylinder fit and crank connection! 🍿🥤

Thanks, @nbodge3693, for your observation. If you look closely, you'll see that the bearing was also packed with grease, and you’re right-normally, oil should be used. However, since the bearing was thoroughly cleaned afterward, I don’t see any issue with it. Of course, using O-rings is also an option-thanks for the tip! Feel free to check out Part 7 to see how the situation develops. 😉

Thanks, Matt! Yeah, air leaks can be really frustrating. It can already be frustrating on a single-cylinder Lambretta engine, but with a twin, it’s twice as frustrating and means more than just double the work. That’s why I wanted to show that you can also do it in two steps-I hope this approach is helpful for anyone working on a Chimera. 😊

Yes it makes complete sense to do it whilst part built. I would love to build one, and maybe one day when I can afford one I will. It would be a dream come true.

Better to spend the time now than when it's all built up. I've raced 2t motorcycles for years and if there's ones thing I've learnt, it's do the leakdowns. This way any problems with power and running can be attributed to other causes. Great video.

Oh, that’s an interesting point, thank you for your idea! It’s actually not too complicated, but I have to admit, the result is more on the ‘semi-professional’ side. ;) I think other companies produce carbon cowlings in very high quality, so that’s definitely an alternative worth considering.

@@Lambretta-Lutz semi professional is just fine.

I agree - most of the time, it's better to hand over a finished product without burdening the client with technical details. However, there are situations where it makes sense to involve the client in certain decisions or options, especially if they impact the final result. My clients value me for this transparency, and it’s a style I personally intend to maintain.

@trovato8160 Thanks for asking! The price really depends on whether you already have a motor or if you're starting with a completely new one. It also varies based on the peripherals you want, like the cylinder, exhaust, carburetor, gearbox, etc. I've listed three possible setups with pricing on my website: lambretta-lutz.com/ For a custom quote, please use the contact form there! lambretta-lutz.de/en/Contact-us/

@ Thanks, the site is explained perfectly

"Thanks for the support, Coolrunnings2, As for your questions: The long-term reviews so far have been positive, but it’s true that not many owners share updates on social media yet. The crank coupling is designed to be maintenance-free after proper installation and doesn’t require regular tightening. In terms of reliability, we’ve been closely monitoring the kits, and there haven’t been any major issues reported. That said, it’s still an evolving project, and we’re always gathering feedback to make improvements!"

"Thanks a lot, Matt! Glad you're enjoying them-more to come soon! 👍"

"Thanks, @2pitoe2! The Uni engine came from SIP, and the parts it came with are shown in Part 2 of the series. For an overview of the components I'm using now, check out Part 1. The performance will speak for itself-out of the box, a Monza delivers around 22-25 HP, so we're expecting about 45-47 HP on the first dyno run. After that, it'll be all about optimizing based on what the customer wants!"

The new parts you use are most likely of much better quality than the Indian Uni parts of the base engine. I wonder if the original seals and bearings, even the gears, will stand the power you ad. I follow with interest and would like a update, when possible, on the engine after it has run for one season. thx for sharing.

Federico from STF typically uses this beam for his rear disc brake kit. However, it has been modified here to a torsion beam. At higher power levels (over 60HP and 55Nm) and when using an original Lambretta casing, it is possible that the casing might slightly bend towards the main axle. It is a type of torsion beam, similar to what is used in high-performance automatic scooters.

"Thank you, @porschespinner! Appreciate the kind words-clean craftsmanship is always the goal!"

"زمانی ئەنگلیزی زمانێکی نێودەوڵەتییە، و وەڵاتە سەرەکیی لامبریتا گەرچە ئەنگلستان نیە، بەڵام لەو شوێنە بەرز بووە. زۆر چەناڵ هەن کە خەڵکی نەناوەندی ئەنگلیزی قسە دەکەن بە زمانی تایبەتی خۆیان. ئەگەر ئەنگلیزی من بە دڵت نەدەت، دەتوانی وەربەرگەری ئۆتۆماتیکی بەکاربێنی... زۆر حەز دەکەم کە چەناڵەکەم بەردەوام بەبینیت." "I hope ChatGPT translated this correctly for you."

Thanks a lot! Glad you liked the videos. Breaking the piggy bank sounds like a solid idea-go for it! 😉 You’ll love the power and sound!

Thanks a lot! Glad you liked the videos.

"@Loki.uk70 Thanks! Cool is just the starting point-wait till you see it in action! 😎🔥"

Thanks a lot! Glad you liked the videos.

Sounds great!

Happy that you live it

What cylinders are you using? What cylinders do the supplied heads work with?

this chimera will get Monza barrels again...

it will have the 58mm stroke with 68mm bore - so 422 ccm

What sort of performance do you think it will be must be well over 50hp

Sorry :)

Ha due cilindri SS225 di RLC con corsa di 58 mm e qui è montato un cambio RLC a 5 marce

Exzellente Arbeit von Frederico / STF - dem Entwickler des Chimera-Kits...

Ciao, grazie e bello che ti piaccia. Sì, i carburatori Dell'Orto funzionano bene anche con queste inclinazioni. Con altre marche non sarebbe possibile.

:D

If there were a case for Lambretta that could handle the power, I’d be the first to try it... ;)

Quite the opposite! The wheel can be accessed in less than a minute because the tank/toolbox is attached with a hinge. Once a single screw is loosened, it can simply be folded up - wheel out - et voilà - done!

@@Lambretta-Lutz Oh! good. Thanks for clearing that one up for me🛵

Surely a twin, especially such a large forced-air-cooled one, produces a lot of heat. However, Federico has done an excellent job in the development and simulation of the cooling airflow through the special cylinder heads. I wouldn’t claim that it runs as "cool" as an original engine, but it’s also not hotter than a 35HP+ single-cylinder engine.

Hi, yes, I know Jürgen very well, and we are in almost daily contact. We both had the idea for the Thor independently, but almost at the same time. He has now proven that it's a very suitable cylinder for Vespa scooters, and of course, water cooling offers a significant advantage. I am no longer continuing the project based on the Killercase, but I have shown that adapting it to the Killercase can be done with relatively little effort. The Thor project is by no means "off the table" - as confirmed by the results from Posch Performance, I will take it to the next level. For 2025, the following projects and POC engines (Proof of Concept) are in planning: - Thor single-cylinder engine - based on a modified original Lambretta engine case - Thor single-cylinder engine - based on a different engine case - Thor twin-cylinder engine - based on the Chimera Twin Kit If there is interest in building one of these engines for yourself or your customers, please contact me. It will be a win-win situation: You'll receive a unique LC Lambretta engine with all my knowledge integrated, and my work will be free for one of this first POC engines - only the parts for a discount price need to be paid for: Deal? Please contact me through official channels: www.lambretta-lutz.de/en/Contact-us/ It’s going to be great - stay tuned!

many thanks!

Many thanks. The seat is in a Streamline style, but it is not from Streamline. In fact, it is a Corsa MKII seat that I modified into a backflip, as this was necessary due to the SS50/90 toolbox/tank combination. The disc brake was sourced directly from Italy, and yes, it works very well and looks great too.

Components: 2 Monza cylinders with 70mm bore, ported by Lambretta-Lutz Modified stroker Chimera twin crankshaft with 62mm stroke and 118mm conrod by Lambretta-Lutz Chimera heads, modified by Lambretta-Lutz Two 30mm PWK Power Jet carbs and STF Intake, modified by Lambretta-Lutz 2in2 Chimera exhaust - STF Do you want a high-performance boutique build #Lambretta engine? More info at Lambretta-Lutz.com You can also contact me directly at info(at)Lambretta-Lutz.com Best regards, Lutz

Hi Engine is the same as from the other Video: th-cam.com/video/tiLTX6qKp6o/w-d-xo.htmlfeature=shared 2 Monza cylinders with 70mm bore, ported by Lambretta-Lutz Modified stroker Chimera twin crankshaft with 62mm stroke and 118mm conrod by Lambretta-Lutz Chimera heads, modified by Lambretta-Lutz Two 30mm PWK Power Jet carbs and STF Intake, modified by Lambretta-Lutz 2in2 Chimera exhaust - STF Modification for this "Daily Driver" are: The Compression is down to 10,5:1 - that brings down the Output to 73HP (with open Carbs - no Airbox) The Airbox has in fact a intake of just 50mm - so in theory the Carbs are now down to 24mm each. This has an effect of the Peak power only and is below 70HP now. But the Powerband until 7500rpm is equal and from 7500rpm until 9800rpm are over 62HP on the rear-wheel. That are useable 2300RPM of 60HP+ with more than 53Nm of torque! On 30 full load Dynos in the row - not one time the power dropped below that. Dyno-room temperature has been sometimes ober 37°C. Head temperature never went over 120°C on the LH Cylinder or 130°C on the RH Cylinder. So the less Peak Power is in the daily use not to see. The have S2 is driving in the 5. Gear with 23/47 ! Primar Drive from 30km/h till top without and problem... A 3 Gear Box would be good to go for this kind of power output ;) Do you want a high-performance boutique build #Lambretta engine? More info at Lambretta-Lutz.com You can also contact me directly at info(at)Lambretta-Lutz.com Best regards, Lutz

As I did make some changes in the head design and integrate the Airbox I have to do new dynos - I am on it. So will post it very soon. But it will have not this 77HP peak any longer, as before in the racer frame... You can not find Lambretta-Lutz on google? Hm - homepage is Lambretta-Lutz. best regards Lutz

Thank you - nice that you like it as well ;) Cheers, Lutz

@@Lambrettist sure, should become my daily driver...

Many thanks, Regards Lutz

Ciao, è infatti una toolbox di una SS50/90 che serve come serbatoio aggiuntivo - così ho circa 3,5 litri in più di carburante. Inoltre, dà al telaio maggiore stabilità. Il serbatoio è solo avvitato, quindi potrei facilmente riportarlo all’aspetto originale - però mi sono innamorato di questo design... ha proprio un aspetto fantastico!

@Lambretta-Lutz si infatti ci sta proprio bene e gli da una linea molto filante. Un saluto

Thanks Kay - love you my great boy!

Thanks Kim - love you my sweetest girl!