Retro: Moto Morini 500 Turbo RideApart

18 Апр 2015 | Author: | Комментарии к записи Retro: Moto Morini 500 Turbo RideApart отключены
Moto Morini 500 M

Dailies. Galleries — 11, 2010

Know how the 2010 E1pc uses winglets to high pressure air through in the frame to the bike’s rear to up the low-pressure area there? a futuristic solution for the motorcycle of the but Michael wasn’t the first to come up with it. In 1981, the Morini 500 Turbo used a solution to achieve both function and cool the radiator they decided to hide in the so as not to mess up the looks.

That is there, of course, because also a turbocharger hiding inside that enormous and, especially because the is air-cooled, it needs some to cool the fuel/air mixture and the engine from detonating.

The turbo is there because, in the mid Moto Morini wasn’t in acknowledging that it could no compete with Japanese on own terms. Instead of continuing to bread-and-butter bikes, the Italian figured it could combine the of large-capacity, water-cooled engine the handling and simplicity of a mid-capacity, v-twin.

Yes, someone did think that an air-cooled, intercooled 72° v-twin would be a solution than something Another sign of simpler was that, back then, the reffered to any motorcycle over as a “maxi-moto.” Domestic market saw any machine over that slapped with 35 percent so only the most exciting of could afford to exceed it. The 500 was supposed to be such a motorcycle.

Sometimes the “simplest” of ideas the most complicated solutions. a v-twin was considered so complicated, it’s largely though made the CX500 Turbo to show that it could. The configuration has two problems that unique to forced induction: with the uneven firing at low revs and cooling the rear

To solve the first problem, decided simply to block off the at low revs. A sensor monitoring manifold depression would a distributor which blocked off the at low revs, feeding the cylinders from a single carb. The impellers would still of course — they’re powered by gases, click here for an of how turbochargers work — but just recirculate air inside the

Above 2 or 3,000rpm — the prototype’s was rider adjustable — the intercooler be unblocked and the turbo would feed the engine and the turbocharger begin feeding the engine. The twin was good for about and 47lb/ft of torque, motivating 403lbs package up to 130mph-ish. target was to achieve a 70 percent increase at only a 10 percent penalty.

It doesn’t appear that outside of Morini ever the 500 Turbo, but the single turbocharge with the low engine compression and the block at low RPMs must led to some significant turbo

The second problem, the cooling, is that fairing re-enters the In addition to channeling high air though the inter cooler, it passed that same air the rear cylinder and over the hidden inside the tail After passing from to over the exhaussts, the air then out of the slats in the RG500-style tail, the low pressure area there and the aerodynamic efficiency of the 500 way more a simple 3/4 fairing ever

Sadly, Morini’s attempt to the Japanese by delivering small handling with big bike was rendered obsolete by the predecessor of the superbike. In 1984, the inline-four, liquid-cooled, 151mph Kawasaki was unveiled, firmly hammering the nail in small European coffins. The 500 Turbo never production and Moto Morini was to Cagiva in 1987.

The brand experienced a brief in recent years, but is currently to slow process of liquidation in courts.

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Moto Morini 500 M
Moto Morini 500 M
Moto Morini 500 M

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