Getting a bit ahead of myself but now that I am about to start devoting all my time to this project, I have been planning the parts I need for this bike. I want this to be a torque monster for touring longer distance. My goal is for it to be able to cruise on highway speeds of 55-65mph at 5-6000rpm and be as fuel efficient as possible. Ideally I hope it can get 50-60+ mpg highway. I'm relatively disappointed as of yet with fuel economy of my 166 but it was set up for a different purpose. I have settled on the 2016 Malossi kit with 60mm crank for this engine.
I have done some brief research on exhaust options aimed at tuned engines set up for torque. I've narrowed it down to two options, one of which is not available yet as far as I can tell. I'll preface these options with my preference for quieter exhausts given I live in the city and don't want to piss the neighborhood off every time I come home late or leave early.
Option 1: SIP Viper
-not available yet
-quieter than true expansion
-great specs
-21.7HP@6502 24.08N*M@6143
-relatively affordable
From scooterlab big box exhaust comparison done on the exact engine setup I plan on using
scooterlab.uk wrote:
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.
Quote:
This will be a powerful good working setup. Also in terms of fittings, the Viper is designed to cater for the high-end section of the market and will come with a Viton O-ring flange plus plug-holes for EGT and Lambda probes as standard.
This, of course, has its price – the Viper box is expected to cost between 210, and 230, €. Available September from SIP.
Option 2: Pipe Designs Cobra 220 II MK III
-not cheap for the "quiet" double walled version. Can't find it right now but I think it was in the over 500 euro price range
-built specifically for low end torque
-specs look great
- I really like they point out a feature of this pipe that it is best for cruising highway at 5-6000rpm with great fuel economy!
Dyno is of the original II on a Malossi mhr kit

pipedesigns wrote:
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