Vespa Cosa
The Vespa Cosa is a scooter model by the Italian manufacturer Piaggio that was built from 1988 to 1998.
Model history
Piaggio wanted to replace the technically outdated Vespa PX with a new model and at the same time introduce new concepts. The new development was derived from the PX because the classic construction principle with a self-supporting sheet steel body and the full swing chassis was to be retained, but the plan was to use a water-cooled four-stroke engine and an automatic transmission, which was later discarded. Nevertheless, some ideas were adopted from the emerging automatic scooters in the Vespa Cosa, which was initially intended to be called the Vespa R (rinnovata, modernized), such as a storage compartment under the seat, a hydraulically operated integral brake system or an optionally available anti-lock braking system on the front wheel (EBC). In addition, the Cosa anticipated the paneling of parts of the sheet steel body with plastic used in the successor models Vespa ET and Vespa GTS .
The Vespa Cosa is a direct successor to the Vespa PX and is the last newly developed Vespa with manual transmission. The Vespa PX continued to be built in parallel and will continue to be produced even after the Vespa Cosa has ended.
Technical features
The standard equipment of the Cosa always included the hydraulic integral brake . The drum brakes on both wheels are hydraulically operated by the pedal . As with older Vespa models, the handbrake acts on the front wheel via a cable. It is only intended as an emergency brake or holding brake for starting up on inclines and is not intended as a service brake.
For a surcharge, the Cosa was also available with an electronically controlled anti-lock braking system on the front wheel, this system was called EBC (electronic brake control) at Piaggio.
The engine of the Cosa is essentially a further development of the engine of the Vespa PX series. While the internal engine components of both series are largely the same, the engine housings differ in three points:
- the cosa swing arm is wider than that of the PX
- the mount for the rear shock absorber on the engine housing is shaped and placed differently, as the rear shock absorber of the Cosa is longer than that of the PX
- the assembly area for the rear brake anchor plate is designed differently to accommodate the wheel brake cylinder
The carburetor of the Cosa was always equipped with an electric fuel tap and an automatic starter at the factory. These details were new on Vespa scooters, as was the electronic tachometer with analog display, which was located in the center of the changed instrument panel. Previously, only the Vespa T5 was equipped with a rev counter (initially with a digital display, later models analog).
Generations and Variants
The series is divided into two generations. The first generation was built from 1988 to 1991, and the second generation followed in 1992 and is called Cosa 2 or Cosa FL (for facelift).
Both generations are technically basically the same, the engine variants were identical in both generations. The clutch, which could be operated with less force, was modified and the transmission was provided with a new cable and was easier to shift. The instruments also got a new drawing. There were also differences in the tail light, which was now above the license plate and just below the seat, the license plate holder and the seat. The bench of the Cosa 1 has a lock on the side and was more like the PX. The bench of the Cosa FL, on the other hand, was made wider and more comfortable and had different handles . The lock is at the back in an area that was also painted in the vehicle color.
All variants have a fan-cooled two-stroke engine with three overflow channels including inlet control via a rotary valve and a draw-wedge gearshift with four gears, which is operated by a rotary switch on the left end of the handlebar.
| Cosa 125 | Cosa 150 | Cosa 200 1 ) | Cosa 200 | |
|---|---|---|---|---|
| construction time | 1988-1998 | |||
| Frame number prefix | VNR1T / VNR2T | VLR1T | VSR1T | VSR1T |
| Engine type | Two-stroke engine, three transfer ports | |||
| Displacement | 123.4 cm³ | 150 cc | 197.97 cm³ | 197.97 cm³ |
| Bore × stroke (mm) | 52.5 x 57.0 | 57.8 x 57.0 | 66.5 x 57.0 | 66.5 x 57.0 |
| Max. Power (PS) at 1 / min |
5.88 kW (8 HP) 5800 |
6.25 kW (8.5 hp) 5700 |
7.35 kW (10 HP) 5000 |
8.83 kW (12 HP) 6000 |
| Max. Torque at 1 / min |
10.5 Nm 4500 |
12.75 Nm 4500 |
14.5 Nm 4500 |
|
| compression | 9.2: 1 | 9.2: 1 | 8.8: 1 | |
| transmission | 4-speed manual gearbox, draw-wedge gearshift | |||
| Top speed | 88 km / h | 92 km / h | 95 km / h | 100 km / h |
| 400 meters, standing | 25.3 s | 24.8 s | 22.0 s | |
| fuel | Mixture 1:50, separate lubrication (no E10 approval) | |||
| Tank capacity | 7.7 l | |||
| Fuel consumption | 2.4 l / 100 | 2.5 l / 100 | 3.0 l / 100 | 4.0 l / 100 (real) |
| Tires | front and back: 100 / 90-10 | |||
| Service intervals | 4,000 km or annually | |||
1 ) In Germany, the Cosa 200 was also offered with 10 HP (prefix engine number VDR1M), which made it cheaper to insure. The timing of the cylinder and the ignition timing are different.
known problems
The Cosa came into disrepute among Vespa friends because of various problems, some of which are due to poor maintenance and partly to design weaknesses:
- Despite hydraulic actuation, the drum brakes have to be readjusted manually, and this quite often, depending on the driving style, since otherwise the pedal travel without pumping will not be sufficient to build up the full braking power
- The cylinders of the hydraulic brake leak if the brake fluid is not used for a long time or if the brake fluid is too old.
- The body tends to crack in the sheet metal in the area of the main stand mount and as a result (as the cracks are not immediately visible through the rubber mats) to corrosion damage
- When starting with the kick starter, the foot and front fairing often come into unintentional contact, which can damage the latter
- The electric fuel tap can fail; however, it is possible to bypass it with a bypass valve.
- Cosa of all generations start cold poorly, which is due to the design of the fuel tap. Tilting it to the right for three seconds (on the engine side) makes a cold start much easier.
- Due to the small difference in height between the tank and the carburetor, the carburettor may be under fuel if the tank is high and the tank is half full.
There is no E10 approval from the manufacturer.
See also
- LML Supremo , Indian license build with 150 cm³ engine