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- Blog
- Review sport exhaust Scooter and Service NEWLINE for Vespa PX200 - Part 1
The powerful NEWLINE exhaust system series from Scooter and Service are'handmade in Germany'. The boss of Scooter and Service"Wolle" (Wolfgang Riehn), has his headquarters for Vespa special parts, custom conversions and very powerful but always suitable for everyday use engine concepts in Bispingen near Hamburg, which is known far beyond the country's borders. Wolle has focused on the Vespa segment like no other, and over the years has repeatedly set new benchmarks in terms of looks, chassis, sheet metal work, engine technology and exhaust systems. His 250N, powered by a water-cooled 250cc Husqvarna cylinder, based on a V50, with over 50 hp (as early as 2006!) and street legal, is legendary. Over the years, Wolle has repeatedly brought new innovative exhaust developments onto the market, with each system being manufactured in-house piece by piece. The development and production of the Newline series began over 10 years ago and, despite many new developments in this sector, is still a real "bank". The most outstanding feature is undoubtedly the exhaust's fantastic wide power band, both in terms of its intended use and its power output. This is partly thanks to the early diverging manifold, which is rarely found on other systems. Wolle has now added two further expansion stages to the very good Newline to make the exhaust systems even more suitable for everyday use. The result is the Newline 'Silent' series with unique internal insulation.
The Newline systems are designed to achieve a perfect balance between high and early torque, a wide speed range and the lowest possible noise development on engines with tuning cylinders (e.g. Malossi 210/221, Quattrini 232/244). All this with full main stand suitability and high quality standards. The exhaust is a real all-rounder due to its long development time. Whether under 180° exhaust control angle on a 'plugged' Quattrini 244, or on MHR221 with over 190° exhaust angle, the Newline always works. In our extensive series of tests with a Quattrini 252cc engine (Quattrini M244 cylinder + 62mm stroke King shaft), the Newline Standard (without damping) was always among the front runners in terms of power and torque. Its showpiece discipline is its high and, in direct comparison with other systems, relatively early torque. This makes it extremely pleasant to drive. The good power bandwidth, which follows the torque peak, is simply fun on the road thanks to its torque and, above all, one thing: fast.
The conventional Newline is the first choice for anyone who wants to use the system with the highest performance potential from the Newline trio. Here, damping is provided exclusively by the screwed-on rear silencer. At the same time, it is the lightest version of all NEWLINE systems. If the volume is not overly important to you, but you already ride or want to ride an ambitious engine, e.g. on a Malossi MHR basis, the conventional Newline is the perfect choice. The 'normal' version of the exhaust body with manifold (without silencer and bracket) weighs 2850 grams.
The Silent series is 800 grams heavier than the conventional Newline. The extra weight is due to the multi-walled construction and the internal insulation. High-temperature-resistant insulation material from the automotive sector is used here. The internal insulation is so effective that the system meets the noise values required by the TÜV (depending on the engine concept). The intake area on diaphragm-controlled engines is often louder than the exhaust noise of the NEWLINE 'S'. The internal insulation also improves the torque increase in the lower speed range. The weight of the Newline 'S' (exhaust body with manifold, but without silencer and bracket) is 3650 grams.
Maximum expansion stage of the silent concept. Even more elaborate internal insulation reduces noise levels to a minimum. The S PLUS weighs almost 200 grams more than the Newline S and 1000 grams more than the conventional NEWLINE as even more insulating material is used. The result is a really incredibly muffled and quiet exhaust, we could hardly believe it ourselves... The weight of the Newline 'S' (exhaust body with manifold, but without silencer and bracket) is 3840 grams. The Silent series is rightly very popular due to its low noise values and offers a perfect basis for fast road engines with the possibility of official registration by TÜV/Dekra. Although this is always done individually (there are no certificates), it is generally not a problem for models built before 1990 (provided that performance and noise measurements have been carried out). In Part 2, we look at the noise values and the performance curve of the three Newline systems on an unmodified Malossi Sport 210. It takes a lot of real craftsmanship, in the literal sense of the word, to turn a plain sheet metal panel into a real work of art of resonance exhaust. A 2-stroke exhaust is much more than just a pipe that diverts the exhaust gases from the engine and makes it quieter. 2-stroke engines achieve their high power/torque by supercharging via the exhaust. Anyone who has ever ridden their scooter without an exhaust will have noticed that there is a lot of power missing. The exhaust, if designed according to resonance construction, is both a 'vacuum cleaner' and an 'air pump' at the same time. Ideally, it extracts the exhaust gases until some of the fresh gases in the cylinder have already entered the exhaust. At the so-called resonance speed of the exhaust cylinder system, these fresh gases in the exhaust are 'pumped' back into the cylinder. Now there is more fresh gas in the cylinder than would have been possible by simply sucking it in. The result is a high specific torque. Since engine power is a product of speed and torque, the power output will also be high if the high torque is also delivered at high speeds. Unfortunately, the resonance range of an exhaust is limited. The higher the power output, the narrower the speed range in which it is delivered. Conversely, a very wide speed range can be achieved if the power output is chosen to be average. Finding the perfect balance between these two extremes is a fine art. The effective resonance range also depends on the control angles of the cylinder. These are the main reasons why one and the same exhaust can achieve very different results on different engines. The entire vibration system must complement and match each other. This involves an immense amount of time, material and money. New variants are constantly being tried out and compared. Such periods often last for weeks or months. As an exhaust developer, you can rarely afford the luxury of designing an exhaust for a single specific engine. A successful exhaust must work on many engine concepts with various cylinders including different timing angles and components in order to be considered 'good' on the market. Anyone who has dealt with 2-stroke engines can understand the enormously complex work behind every 2-stroke exhaust system. The comparison with the construction of a musical instrument (e.g. a trumpet) is no exaggeration. In both cases, all dimensions, angles and diameters must be exactly right in order to hold a perfectly sounding and functioning instrument in your hands. This is followed by the fine art of the exhaust builder's school, in which the prototype (which is usually completely straight) is turned into a version that is laid in bends on the vehicle. For this purpose, so-called "unfoldings" are made, usually with a cardboard model. Based on this, the sheets are cut out, wound and stitched together. After the fitting on the welding jig, the final welding and the many countless small work steps that lead to the finished end product take place.
