So I asked John, if money was no object and the design of the exhausts incidental, what would be his top four for performance. he replied: “B-Race, then CL Race, then AF Clubman and then the Saigon Fresco copy.” Forty years at the forefront of automotive exhaust manufacture and ISO9001 quality assurance guarantees your piece of mind.• Mild or stainless steel construction Peco exhausts are made to fit specific applications. Their assembly plant uses precision manufacturing jigs to ensure exact replication of all original prototypes. But if you want the absolute ultimate from your 650 then why keep it a 650 at all? Why not fit S&S’s 750cc or even 865cc big bore kit? Naturally you’ll want to pair one of those with the race clutch kit if you want to have any hope of sending that power to the ground. They say: Design from the outset has been to offer subtle unobtrusive style while still achieving maximum performance both in horsepower and torque gains, with unique sealing at the slip joints to ensure no unsightly mess, and ground clearance/cornering lean angles.

And if those gains aren’t enough, S&S have also created a washable hi-flow air filter, which increases air flow to the injectors by 12%. And if you want even more, there’s a cover eliminator that boosts airflow by almost double.Please note that in each graph, the red lines show the standard exhaust used for the base run and against which each other (green) is compared (light shades = power, dark = torque). Casa Lambretta Big Bore Clubman I would agree with the “drill through the first baffle” approach, as that’s exactly what I did over 10 years ago. If they are unable to make delivery, a calling card will be left to inform you of the attempt. Couriers will generally make two attempts of delivery; after this time it will be your responsibility to collect the parcel from the local delivery depot near you. Completely bypasses Triumph’s CAT, de-restricting airflow from the engine and releasing a deeper sound. Dean at JB was also trying to think of an excuse to justify taking the B-Race home to put on his Lambretta but apart from the fact we needed it for the next part of our test, my missus has had her eye on one for her TS1 for months now!

The result is an engine that builds power earlier in the rev range and holds it all the way to the redline. If you really know what you’re doing, you can even adjust the timing to suit how you want the bike to feel. They say: This is aimed at tuned engines on Series 1 and 2s. We think that the JL road and race pipes are the best value for money pipes on the market, especially for an European product, light and easy to fit. Availability: Any time now from Scooter Surgery (0208 748 0882 or www.scootersurgery.co.uk), just waiting for the manifolds. Availability: Now, from AF Rayspeed (01944 710693 or www.afrayspeed.co.uk) and numerous other dealers. Elsewhere, the front driveshafts have been beefed up and there’s a Quaife torque-biasing differential to replace Ford’s open differential. Interestingly, the rear axle, which in the standard Focus RS is never asked to cope with more than 240bhp of the engine’s 345bhp total, has been left untouched.Availability: Production will begin when we return their prototype! Cambridge Lambretta 01223 516662 or www.lambretta.co.uk For a second opinion beyond the conclusions we’ve drawn, we asked John Balcombe of JB Tuning, which as a long time scooter mechanic, tuner and racer is a pretty experienced one.

They say: Clubman for smaller capacity. Improved bottom end and mid-range with approx. 500rpm rev-on beyond others. Ifit has to be Ford, and a special Focus RS at that, Litchifeld’s more subtle, 410bhp effort is also worth a look. There was no drop in performance that I could notice, just a slightly raspier note upon harder acceleration that I (sadly) found rather nice, but the car is absolutely not a nuisance for other road users, and there is no change to the comfort of touring. But what blasts they are. At around 2800rpm the torque curve spikes violently as the turbo wakes up and piles on 250lb ft in the space of 1000rpm. The acute torque-steer that follows is a candid reminder that the throttle pedal goes both ways, though if you keep your cool you’ll find the M520 never drags you screaming into a hedge, no matter how real the threat at first may seem.

Exhausts

The Casa pipe makes a wider spread of power at a wider rpm suggesting it would be good for two-up touring, the flare tail having slightly more torque although the clover tail is more consistent. Out of all the standard looking pipes here though the AF is the one. It has the power and the price. The Sito Ancilotti one is okay, but it’s still no better than the AF power-wise, though it does rev on a bit, which suggests on a Stage 4200 the Sito may be the better of the two. Secondly, an area we have not commented on was the finish of the exhaust pipes because firstly some were supplied in prototype form, and secondly there was no time to ‘carefully run in’ some pipes as manufacturers suggest to keep the ‘coating’ intact. From 2021 Triumph has introduced new Euro 5 models and have started phasing in anti-tamper, welded on rear link pipes to the Cat unit on some models. If this is the case on your bike the Cat unit will have to be removed before installing the system. We love their retro charm as well as their keen prices but, like with most new bikes out there, we also wished for a bit less weight and a bit more power. Thankfully, the men from Milwaukee have come to the rescue.

THIS SYSTEM IS NOT TUV APPROVED OR E-MARKED. As this system has no catalytic converter, it cannot be marked TUV approved. Silencers are laser marked EU noise legal only.For those saying it defeats the object, I think you're missing the point that for some people fitting a larger bore exhaust is primarily to improve performance (i.e. spool and top end bhp on a turbo-charged car), rather than noise. Front pipes & Silencers also available separately, can be mixed & matched with the O.E parts – please see other listings. And once you have become accustomed to the explosive torque delivery, and you trust the chassis to just about cope with the onslaught, you can start to savour the experience. After all, here we have a four-wheel-drive car with a manual ’box and a heavily boosted engine that doesn’t suffer from obvious lag. It's not hard to see the appeal, and the whooshes and hisses up front combined with an exhaust that does a respectable imitation of an anti-lag system when you're off the throttle gives the M520 Audi R8 levels of theatre, if not more. And so to the meaty bit. It is important when looking at the graphs to appreciate all of what the dyno tells us, and not just the line you want to repeat down the pub (usually mph!). Power and torque are the keys here ladies and gents. As such, what this test has taught us if nothing else is that like ‘horses for courses’, different exhausts suit different scooters. Balls out fast riding, drinking a tank full of fuel every 30 miles, tripping speed cameras left right and centre? Then you’ll be looking for different characteristics to the couple that want reliable two-up touring on a scooter capable of dragging everything including the kitchen sink around, uphill and down vale. As has already been said, the matching of the 'bell end' to the manifold is critical - does it match? Next is to get a really good strong clamp, as in the picture, to make sure that you get a good seal to the system.