Modern Vespa

The phosphoric acid in Ospho is heavily diluted. It won’t eat thru paint.

Going to town on the underside of the frame with Ospho!

I'm sure you already know to get the POR15 with UV inhibitor, right?

Looks pretty good for an original paint bike. The rusty spots actually add to it.

this is what I got.. https://www.por15.com/POR-15-Rust-Preventive-Coating

The "Top Coat" right?

no that stuff is not the top coat. I will use that for the frame bottom and interior. The top coat stuff is 2k urethane por-15. just ordered it.

I scratched the crap out of the front leg shield when trying to remove the two top glove box bolts that the previous owner left in there which rusted solid. goddammit! I did eventually get them off with the dremel tool, but had to cut some new slots in the head for the flat head, and that was how I scratched the leg shield when using flathead and a socket wrench with a ton of effort to loosen the bolt enough to make space for dremel cutter.

I know it is a beater scarred style, but with those two scratches now I am pissed, so Im gonna try to get a small bottle of paint matched up to this so I can touch those scratches up since they are right on the face of the leg shield where the badge goes.

If I need a press to take the linkage apart and replace with new bearings, I am thinking of this press:
https://www.harborfreight.com/6-ton-a-frame-bench-shop-press-1666.html

Whoever this Italian is.. thanks for these obscure tips! rebuilding a suspension linkage.. and also how to remove the fork races upper and lower, using a long threaded rod and washer to bang out the race! I've been pondering this for a week or so as I work on the rust.

https://www.youtube.com/watch?v=j1nZQJLeU5M

I finally got the circlip holding the front inside hub off tonight. I was able to remove the whole front hub leaving the axle and the suspension linkage attached to the fork. So now I need to decide if I will be dissassembling the suspension linkage and giving the complete replacement/rebuild of the linkage a try, or just powder coating it without completely tearing it apart.

Anybody have experience powder coating the front fork with suspension linkage still attached? It won't cause any issues to get that powder coated without taking it apart right? I'll just need to replace the rubber seals for the linkage once it is done.

Correct me if I'm wrong, but isn't there a round rubber washer between the linkage and the fork? If so, that can not get powder coated. All non metallic parts must be removed before powder coating. Removing rust and painting the fork with a rust prevention paint will be OK because I don't like jacking with forks.

SIP Viper

SIP Viper Box 210


SIP Viper Box



The Viper Box has been developed by German exhaust gurus Nordspeed Racing and will shortly be produced and distributed by SIP. This exhaust has been developed for highly-tuned engines like the Malossi MHR, but compared to the SIP Road XL, it coped quite well even with a less-than-ideal environment.



For reasons of completeness we also tested it on the standard engine, where it provided results similar to the BGM Big Box Sport. Again things looked rather different on the Malossi Sport engine where the Viper came to life – peak power is only a fraction behind the BBS (0.3hp) but the peak is earlier and there is slightly more torque in exchange.

This, of course, has its price – the Viper box is expected to cost between 210, and 230, €. Available September from SIP.

HOME > EXHAUST> PX 200> COBRA 220 II MKIII 2018
COBRA 220 II MKIII 2018
... the biggest shooter you can buy for money ...


The Cobra 220 II version 2018 is a very large system, which is still full Hauptständer- and reserveradtauglich! The Cobra 220 II does not go back to the Cobra 220 but is comparable to the Duster 220. So it is almost a Duster 220 in hauptständertauglicher installation.

The resonance length of the Cobra 220 II is only 15 mm longer than the Duster 220 and the Cobra 220 II is slightly less aggressive. That is, the Vorresoleistung and thus the drivability is slightly higher / better than the Buster 220th

Thus, the Cobra 220 II is a very long and therefore extremely torque-heavy exhaust system, which even in conjunction with a machined Malossi MHR with high timing demands due to the early power start after a slightly longer gear (as the original 23/65 px200).



The Cobra 220 is laid very expensive and describes under the scooter an "S-shape" similar to a standing and threatening Cobra (glasses snake). Hence the name.





Performance / Characteristics
As already mentioned, the Cobra 220 II gives off its power very early and is therefore somewhat limited in speed range. You get an early and powerful torque shaft that you can "extend" by means of extended translation on the road. Thus, driving at high speeds with a lower speed level which limits the wear and allows lower consumption.



The Cobra 220 II offers better drivability on potent and heavily edited setups, as the typical torque delta in the pre-range range is lower.



In principle, the characteristics of this system is similar to the Cobra 220 and differs from it in that it again about 400 rev / min earlier resonates and accordingly fails Nm-heavy. As a rule, the power with 194 ° outlet time starts at around 4500 - 4750 rpm. The seat performance was delivered in the previously tested setups between very pleasant 6500 and 7200 U / min.



This is a very potent system for all tuning stages of the Vespa PX 200 based on a diaphragm or rotary valve inlet with the option of an extended ratio.





Optics / texture
Available in steel and completely stainless steel as well as optionally in double-walled design.



The Cobra 220 II is a two-piece exhaust system with a spring-loaded exhaust manifold, a viton-sealed exhaust flange and high-quality screw-on aluminum damper, resulting in an acceptable noise level.



Furthermore, great care was taken in the complex laying on gentle radii by small angular jumps and high number of segments in the important places of laying, so as not to jeopardize the output by flow breaks and high wall friction or even limit. The main purpose of this elaborate installation is that despite voluminous and long exhaust system has no restrictions on the main stand and can use this without any modifications.



The Cobra systems are mounted on solid supports with PTFE bushes and are sealed at the outlet like all PX systems by Pipe Design by a high-quality Viton flange and fixed with two springs.



The high-quality and screwable aluminum damper with 80 x 300 mm of the 5th generation has a metal bushing and a welded tube. This prevents loose shaking even at high mileages. The large silencer is again sealed with a Viton ring on the damper flange and reliably fixed by a massive support fin.



The Cobra 220 runs in the first manifold loop very tight (3-5mm) under the engine housing to still get the maximum ground clearance. The belly area is positioned horizontally under the floor panel with sufficient clearance to the main column springs. Correctly mounted, the rear shock absorber is also parallel to the road surface or inclines 1-2 ° downwards, so that it is parallel at the latest in the driving position.



Thus, despite complex installation, a tidy and crisp overall picture of the vehicle. From the same design to PX models as grade Rally, Sprint, VNA, VNB, etc.





Setup / technical requirements
Of course, the Cobra 220 II, like the Duster 220, can even run on unprocessed cylinders and, contrary to expectations, even well on the original cylinder of the PX200, as already mentioned. Its full performance, however, can only develop from about 190 ° outlet and about 68% outlet width, the optimum being about 194 °. In the case of one-piece outlets, the outlet time cross section is the minimum factor purely in terms of performance.



The optimal overcurrent time can not be specified precisely, since it depends very individually on all factors influencing the medium pressure and on the cylinder used. Roughly the optimal value lies however between 126 - 130 °.



For powerful and elastic motors, a well-milled diaphragm inlet with a modern and efficient diaphragm (such as the V-force 4 in RD350 size) and a sufficiently large carburetor of at least 30 mm are mandatory. Suitable suitable are particularly suitable. Mushroom or bell waves in 60-62mm stroke.



Obligatory is for a meaningful use of the Cobra 220 II usually an extension of the gearbox at least on 24/65 with original 4th gear.





tip
If in doubt, always start with a little less over-time and, if necessary, slowly "test" (eg using Fudi in 2 / 10mm increments). Because with many Vespa cylinders (and just at the 210 Malossi), the Nm sag too fast and clear at too much over-time! Although the torque curve is sometimes not perfect with a little bit of overshoot, the Nm value has often reached its maximum!





Note:
? This exhaust system is a racing product without a flat road legal license (E number)



FACTS


Exhaust texture:
Plant in two parts with a plug connection
Main stand and reserveradtaugliche installation despite the large resonance length for early power entry
No protrusion of the rear shock over the rear tire
very finely segmented manifold area for undisturbed gas exchange grade at high speeds
Outlet flange with Vitonring seal
high-quality and large silencer made of aluminum (300 x 80 mm) of the 5th generation
Vitonringabdichtung to the muffler
Massive bracket with PTFE bushes
Gentle and performance-oriented radii
Potent exhaust system for sports touring with a longer gear






Customer-specific characteristics:
optionally double-walled available
Steel or stainless steel
Damper position: selectable parallel to the ground or to the ground
optionally with Pipe Design logo and serial number in the penultimate large segment of the counter cone

If you're after torque for touring and fuel economy, an expansion chamber isn't the best choice...in fact, it's probably the worst choice. I think most everyone here is against the Sito+ for various reasons (i still like them), but that's the exact type of exaust that will work the best for the type of riding that your described. Expansion chambers (and box style expansion chambers) are better for having fun on twisty back roads, while a boring box exhaust is better for straight line touring, torque, and fuel economy. I do love the looks of expansion chambers, but they just don't work with most of the type of riding that i do. I typically hop on the highway and commute about 30 miles (one way) at about 55-65mph. An expansion chamber would just make my scoot run hotter and get less fuel economy...and i'd still only be able to cruise at 55-65mph.

Ok. Good info. Aside from the older Sito+, are there any new box exhausts you think would be a good fit?

When you say “good fit”, do you mean how well the Sito physically fits, or how well it would fit with the type of riding that you’re describing?