18 Апр 2015 | Author: | Комментарии к записи LES MOTO MORINI PROTOTYPES отключены


The Moto Morini 500 Turbo

Bolognese Sauce

Throughout year (1981) the residents of a Bologna suburb were treated to the sight and sound of a black Morini V twin along their streets to and nearby dual carriageways. It wasn’t just another prototype — it’s appeared to breathe through a of washing machine parts, the head was loaded with and controls, and the tester riding it fiddled with various on a small electronic control Had those same residents the Milan motorcycle show November, it’s likely have failed to make any between the slickly finished grabbing all the attention on the Morini and that ratty test tooling up and down the Via Alfredo back home in Bologna.

that both bikes had written on their side Morini, the smallest of the Italian manufacturers making it’s own just had to be the least likely for the title of First Non Japanese Turbo Makers.

Committed to production of a standard range of of no more than half capacity, using 72o V twin and a single-pot derivative, the little factory’s philosophy hardly assaulting the problem-strewn heights of — let alone turbocharging a V something supposedly so difficult only did it to show off. Yet the which sent Morini Turbo road were nearly 10 years ago. In soon after introduction of the Sport, Moto Morini looking at what to do next.

were determined to stick the 72o motor which had become trademark but at the same time it was that hogging Lambertini’s out to 500cc for the Maestro was pushing its to produce horsepower in the required

In any case, the company whose 175cc four … gave Agostini a racing in life harboured a deep antipathy towards what the quaintly term maxi In Morini’s view, increasing capacity and therefore mass to horsepower is a route which runs into the law of diminishing power to weight ratios sure enough, but rarely enough to match the weight while the hassle of meeting and emission regulations is something a factory can well do without.

even produced a chart to up the decision to opt for turbocharging. Claiming to the general trend in maxi design from 1973 to year (1982), it plots a in big bore output from 70bhp to nearly 100, or a 30 per increase. At the same time big have become about 16 per heavier as a rule, say Morini.

The crunch comes when you do the and find power to weight on the biggest multis have improved by 11 per cent (not to the fact that Alfonso would turn in his grave at the of a 550lb Morini hitting the Looking at conventional solutions the company up blind alleys for years. Until it considered there didn’t seem to be any way of an acceptably fast yet light capacity machine without a new motor.

And re-tooling to do that have affected the whole In 1976 Morini finally to go for a turbo, aiming for 750cc from their existing powerplant with similar consumption and little more than the standard bike. It was an project not least because the turbos available at the time almost useless on engines than two litres but five later they had their 500

At least it looked as though had. The pre-production model on at Milan was strikingly different any previous Morini, but so well behind the bodywork was the rear of the that it really could had a washing machine in there. clue to its internals was an incomprehensible colour diagram laying the baffling complexities of the Moto Turbo System.

Closer was impossible with dozens of pressing in for a better look and the thing to do seemed to go back to the some other time. is why I was crawling through Bologna a few later, nursing a hired 127 through the traffic and mentally a book entitled: 101 Uses For A Heathrow Baggage Handler. on strike again for an increased allowance or something.

The Morini is a surprisingly small concrete hemmed in on all sides by apartment It’s small entrance holds a display of racing from the ’50s and ’60s examples of the current range of Design and admin offices the main body of the building, and road testing, final and dispatch are in the basement.

After introduced to Morini’s director Marchetti, Jim Forrest and I were round the works before ushered into the Holy of the development workshop. If Honda two per cent of its annual budget to RD, allows about two percent of its The workshop was about the size of a Jap RD executive washroom although it was ample for the factory’s needs, a ramp leading down to a room in the basement.

The Milan turbo was on a bench in the centre of the stripped of its bodywork and turbo Resting on the floor was a horrible object which was none than the original prototype now completely knackered after two and 110,000 km of road testing the city. If it hadn’t been for Big interest in turbocharging, which preceded the introduction of really turbines, the Morini project still be waiting in the wings.

Last November Morini hoped to find a home item for production turbos but it materialised and a Japanese IHI unit to those used in the Oriental will sit behind the rear when the Italian turbo in the showrooms.

Having found turbocharger, Morini still had a of problems to overcome. The two main were getting a turbo to work adequately given the exhaust pulses of a V twin, at low rpm, and secondly Lambertini and his engineers Paolo Zaghi and Negroni had to devise special of keeping the cylinders cool

all those hot, compressed were being stuffed into them. Honda, remember, tackled the first of problems with a complex of electronic controls, fuel and a plenum chamber. Morini’s was far simpler — simply cut the out of the system at low revs and feed directly from a single Dellorto carburettor into the

Simple though it sounds in in practise the Morini system for a distributor between the turbine and to direct the mixture flow. was designed and placed at the end of an intercooler the turbo and the cylinder heads. At low rpm the closes the mouth of the intercooler and flows across it into the

Exhaust gases still the turbine but the compressor on the other end of the just pumps the same charge of air round inside the

When the revs rise than a couple of thousand, measuring depression in the inlet tell the electronic control it’s time to operate the which opens the intercooler.

diagram is Morini’s own, the importance of the intercooler

Mixture is down its centre to the compressor, pushed up the outside to the inlets. To momentary fuel starvation as the air in the intercooler is stuffed into the a small injector nozzle on pressure from the head of the in the tank squirts juice the compressor vanes.

The first featured a fully adjustable control on the steering head allowed Morini to find the revs for the change from to boosted breathing. Once sorted this out, was still the problem of greatly heat to overcome. In faint that the Universe still any sentient beings not already to tears by the theory of turbocharging, briefly re-iterate the sordid

A conventional internal combustion is both limited and fairly It’s limited by the ability of pressure to fill its cylinders the intake cycle, then it pours about 35 per cent of the it produces during combustion down the exhausts in the form of and gas momentum.

The function of a turbocharger is to some of this wasted by making it spin a turbine in turn spins a compressor stuffs much more into the pots than pressure could manage. The is, say, a 500cc motor fills up with as much gas as a 750 or 900 and out equivalent power and torque. All you to do is make sure it breathes and doesn’t suffer from seizures, melted plugs or any penalties of overheating.

Cooling the mill presented Morini a major headache, especially as the pot is partially masked by the front Watercooling was out from the start: the reason for adopting turbocharging was to end up a bike which made the extra power for the minimum weight and bulk. So an intercooler was into the system from the

Made, like all the turbocharging on the bike except for the turbine by Morini, the intercooler is really a heat exchanger. Fresh mixture is ducted down the and the hot — around 700oC at max revs — compressed travels up the outside losing to the incoming mixture and through on the intercooler body.

It’s a system compared to some of the car turbos which actually a refridgeration unit, but it’s the intercooler on a turbo motorcycle. the charge also increases its making for better burning and risk of detonation. The intercooler is behind the sidepanels for the sake of which begs the question of cools the intercooler?

The answer is the eight-piece glassfibre fairing/body isn’t there just to the Morini Turbo look at garage parties. When Marlenotti at RG Studies was given a brief for the superstructure, it included a that the lower section function as part of the cooling by directing air over the cylinder and boosting bitz.

the airintakes of the turbo, right above the the intercooler above the rear

So twin scoops were either side of the single downtube; the right one sending air the front cylinder head, manifold and intercooler and the other air over an oil cooler lying horizontally in the opening. A vent the cylinders spills air on to the rear while foils on the side turn a cooling breeze on to the barrel.

Yet more scoops on the side are supposed to cool the turbo and a exhaust collector/silencer cradled in a extension under the tail. All hot air exits through a slatted on the tail. Aerodynamic considerations played a part in the fairing

It’s often said your average, unfaired is an aerodynamically perfect as a flying Unfortunately, faired motorcycles are not much better. Parting the air in of the machine is less than the battle because it’s the and turbulence around the rear end and in the wake which does of the damage.

As the airflow breaks up the bike and rider it creates an of low pressure holding the machine soaking up horsepower which to be making it go faster.

Morini’s is nowhere near perfect but say the Suzuki RG500-style tail and of air reduce drag, while the of fairing and petrol tank at the gets rid of unwanted turbulence the screen which, is where the air for the carb is situated. The crucial in top speed though is still

Moto Morini 500 T

There’s still one more feature on the Morini turbo. A control. Lambertini was not content a conventional springloaded wastegate opens when exhaust reaches a pre-set level and off the excess, thus limiting speed and so preventing boost to dangerous levels. So yet another control was added.

Taking instruction from pressure in the side of the compressor venturi, the control lets boost rise to nearly 18psi as the spins to 5,500 rpm before the wastegate, causing boost to fall rapidly and level off at when 7,000 rpm is reached. 2000 engine revolutions, the throttle open spins the to maximum boost in 1 1/2 seconds. the controlled opening of the wastegate boost by 30 per cent.

Morini fully explained the reasons for but it seems the wastegate control plenty of boost available in the for 60-70 mph cruising and rapid but reduces the pressure at high rpm the volume of hot gas becomes too great for the cooling arrangements to deal If the dyno charts I was given are to be this doesn’t hurt delivery, which climbs to its peak of a claimed 70bhp (at the sprocket) at 8,500rpm – 1,000rpm than the peak power on the standard 500.

After years’ development and two years’ Morini appear to have pretty close to the target set themselves. If that 70bhp is the truth, they’ve extracted a 70 per power increase at the cost of 10 per cent

more weight – the 183kg turbo is 16kg (35lb) than the latest standard Unfortunately Morini won’t let ride their turbo In any case, when I visited the only two Morini turbos one of those was utterly knackered and the was in bits.

It’ll be interesting to see how all the mechanical controls work. Can complicated arrangement of valves mixture round the

system the Morini as smooth and wellmannered on the as Honda’s computerised fuel A bike which matches the Turbo’s smoothness and handling giving its rider 120 fewer to haul around would be worth all that effort.

If it up to the manufacturer’s claims it’ll be at as fast as the Honda Turbo at (130-133mph) flat out and purportedly less thirsty at 55mpg going up to 60mpg at steady speeds. According to Negroni little noticeable ‘turbo because the intercooler distributor allows a head of pressure to up and come in with a bang it goes over to boost.

I was in Milan last year, Paolo Zaghi said the operated at 4,000rpm. If that’s then you’d expect the to be struggling a little as the 8.6:1 pistons (as opposed to 11.2: 1 in the mill) sucked mixture the single carb, long manifold and round the sharp into the Heron heads.

Yet dyno charts claim a 10 per increase over power at grand. some mistake surely. Or maybe it’s my ignorance of Italian. Most of the which has greeted the turbo from the few changes Morini made to the 500’s internals. It a stock crank but the low compression are forged.

Only other specifically related to turbocharging is a version of the two-plate dry clutch, the factory has finally broken tradition and linked the gear to a left foot lever. A ratio has been added to the as well — both mods appearing on the latest versions of the 500 (the 500Sei).

To be turbocharging doesn’t increase loads on the bottom half of the in fact the softer compression the hammering, though the whole has to relay far more power to the wheel. Nor does moving the peak 1000rpm higher near the very high which racing Morini big were asked (but to cope with in the Island years back. Those pistons are there because loads on the top half of the motor are so higher than in a conventional and it’s this problem of which is more likely to failures than mechanical

But Gianni Marchetti doesn’t see on the booster scene as having to do with muscle-flexing or joining the Honda started with turbo. Morini has been at to point out that it started it’s turbo in 1976 and possible that if the company had had the to persuade a European manufacturer to a suitably small turbocharger a few ago it might have had the world’s production turbocharged motorcycle in the

The Bologna factory decided ago that there was sufficient for 120mph-plus machines to make it developing one of their own. the turbo, Lambertini drew up for a 650cc Maestro (the and experimented with different designs — conceivably we have been offered like a 72o version of the Ducati — but those designs are on the shelf. Look at it another

Morini has neither the desire nor the to make large, heavy In Marchetti’s view, the cash on meeting increasingly restrictive and emission regulations, on the back-room infighting leading up their and promotion in the dwindling marketplace be good money thrown bad. Or: there’s no way 116 Italians can Hondawayamzuki.

If and when a few Morini are delivered into the hands of the for evaluation it’ll be clear and for all how well the factory played its Until then the cynics continue to claim Morini is making a virtue out of a necessity, more charitable individuals no doubt reach for their copies of Small Is Beautiful.

of small, Morini decided years ago that it needed to out of the moped market. Now it’s not so One project which is nearly to go should the moment arise is a four-… motor.

It’d be one of a follow-up to a 130mph turbo.

also published by the British Riders Club

Moto Morini 500 T
Moto Morini 500 T
Moto Morini 500 T
Moto Morini 500 T
Moto Morini 500 T
Moto Morini 500 T
Moto Morini 500 T
Moto Morini 500 T


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