SIP Vespa "PX 2001
- Custom Racer
The basis of the second SIP Racer is a Vespa PX 200 E, built in 1981. Alex bought the scooter in 1991. At that time, the colour was metallic blue and the PX was equipped with white plastic covers and indicator grilles. The scooter immediately had all the welds sanded down and the side covers were filled and primed. The final paint was light blue. The seat was lowered, the BITUBOS, which were unaffordable at the time, were fitted and then the first 200 cc engine was tuned. MALOSSI 211 cc, long stroke crankshaft, long primary, 28 mm DELL'ORTO and POLINI racing exhaust. The next modifications were 120 wide tyres, self-built full circle crank, 30 mm MALOSSI carburettor and a KEGRA racing exhaust.
The Vespa PX becomes a street racer
In 1993 the scooter was converted into a street racer: Dropbar (the welding costs alone were DM 400 at the time), the prototype SIP spoiler and the prototype SIP racing seat were built. Famous today, unknown back then: the round tail lights. At that time everything was home-made, today many of these parts can easily be ordered. The engine modifications were upgraded to an MBD diaphragm intake with Polini superval diaphragm valve together with a 34 mm flat slide carburettor from DELL'ORTO and a NORDSPEED exhaust.
The paintwork became a classic racing livery of the late 80s and early 90s: yellow speedblocks with dark blue shadows on light blue paint. After the SIP Racer was on scooter runs in Germany, Austria and Italy almost every weekend, other scooterists became keen on special parts made of fibreglass and carbon. As a result, Alex and Ralf sold the first products at various scooter runs and founded "SIP Scootershop" in 1994.
2001: New paint job and new tuning
In 2001, the time had come: after ten years on the road, a new look became necessary. Our old friend Pfeili from Pfeil Design, who had painted the best custom scooters in the German/Austrian scene in the 90s, was chosen to give the scooter a new design. Pfeili decided on two colours and a paint job in American paints. Dodge Viper blue with metallic effects changing from dark to light yellow in the lower area. To achieve the reference to the previous look, speedblocks were again painted in the same style over hand-painted flames, which are then overlaid with three-dimensional SIP logos. All accessories, including the carbon parts, such as the mudguard, drop cover, luggage rack cover and SIP seat were either painted, powder coated or chrome plated.
High praise and thanks to Pfeili, who has once again set standards in the custom scooter scene.
The shock absorbers are BITUBOS, the GRIMECA disc brake was converted to full hydraulic at the front with the new Spiegler brake hose. The SIP disc brake at the rear was installed in the semi-hydraulic version with the main brake cylinder under the left side panel. Well-tried modifications such as wide rear tyres and SIP drop bar were retained. The electrical connections were reduced to the bare essentials and built into the frame. The latest Daytona tachometer and SIP footrests were fitted to the scooter. Parts of the new Vespa Millenium were also fitted, such as halogen headlights and white turn signals in chrome housings. Nothing was particularly changed in terms of the engine, but the tried and tested combination was retained.
The engine of the new Vespa PX
The engine is a PX200 EFL engine with a 211 cc MALOSSI cylinder. The cylinder base, cylinder ports, exhaust port and piston have been changed. The lowest cooling fin was smoothed and replaced with an aluminium ring. The cylinder head was centred and modified. The openings in the casing were enlarged and material was welded on. The crankshaft is a modified long-stroke full-circle crank. The diaphragm inlet is almost centrally located, neatly welded on and fitted with a boost port. The MBD housing is lowered, milled and enjoys its POLINI super-valve. A VHSB 34 mm DELL'ORTO flat-slide carburettor sits on the SIP metal neck, along with a MALOSSI boost bottle and DELL'ORTO fuel pump. The gearbox is a Cosa clutch with 21 sprockets and a short 4th gear. A CDI is used for ignition along with an HP4 flywheel fitted for its aggressive throttle response. The exhaust is a SIP performance pipe - what else? -, polished and suitable for disc brakes and wide tyres. With the short gearing, the scooter reached 150 km/h and had a rear wheel output of about 27 hp. The scooter was completely street legal, which cost a lot of money, time and stories for the TÜV man.
Alex has made more than 50 trips with the scooter: Varese (Italy), Aachen (Germany), Lake Garda (Italy), Ried (Austria), Bamberg (Germany), Nuremberg (Germany), just to name a few. The last major trip was problematic and the PX was exchanged for another scooter in Venice. Alex and his scooter had three accidents, two blown cylinders, three exploded gearboxes, countless other involuntary stops as well as about 30,000 km (including some altitude, like Großglocknerpass (A) or Splügenpass (Switzerland)). The scooter was immortalised on run patches and scooter T-shirts, and won many different prizes in its time.
It is certainly interesting to see which parts from back then still exist today. And how many parts that Ralf and Alex made by hand back then have gone into series production in the meantime. Let's have a look then:
Rear tyres Bridgestone Molas ML16 120'90-10 J