Информация по мотоциклу Cagiva Mito II John Kocinski Replica

Факты и детали о новом боевике, который зрители долго ждали

Новый боевик-драма, во главе угла которого стоит военный летчик, Пит Митчелл по прозвищу Мэверик (Том Круз). Летчик-испытатель всеми правдами и неправдами старается остаться в кресле-катапульте самолета и не пойти на повышение, которое навсегда отлучит его от любимого занятия.

Впереди — неопределенность, позади — грозные флэшбэки и призраки прошлого… для ветерана-летчика все начинается вновь с новой опасной миссией.

Новый фильм 2022 года о Мэверике, показанный 18 мая вне конкурсной программы 75-го Каннского кинофестиваля, — это попытка обратиться к проверенной классике 1986 года, кинокартине «Лучший стрелок», в которой 30 лет назад Том Круз также сыграл пилота, того самого лейтенанта Пита Митчелла…

Оправдает ли фильм ожидания или нет, пока не знает никто, но взглянуть в первом приближении на него уже можно и даже нужно!

Мы собрали 19 первых интересных фактов о новом фильме «Топ Ган: Мэверик» (2022). Итак, пристегнитесь, а мы расскажем вам краткое изложение киноленты…

Features

Semi Handlebars

Gripping the Mito’s semi-handlebars puts the rider in touch with a true racing thoroughbred. A sensation confirmed by the many details inherited from its more than a decade of experience in the world of racing. All that is needed is a glance at the set of instruments, where the rev counter, water temperature gauge and service lights placed in an ultralight polyurethane support, or at the steering damper positioned parallel with the steering plate, a very valuable technical element found only in the more professional sport motorcycles .

Sloping Semi Handlebars

The Mito 125 has a sporty driving position, with sloping semi-handlebars that require pressure be placed on the forearms so the rider can get the vehicle’s reactions and behaviour with utmost accuracy. In looking at it from the side, the trim aerodynamics design developed to get maximum penetration with the rider on the saddle is visibly evident. Even the rear view mirrors are made with a shape that contributes to reducing aerodynamic resistance.

Chassis

The value of the Mito 125’s chassis is enhanced by being endowed with absolute quality. Proof is found in the powerful 40 mm inverted fork on the forecarriage, as well as in the rear Sachs shock absorber with adjustable pre-load. The picture is completed with the Brembo Serie Oro braking system made up of a 2-piston caliper that works on a 320mm front disc, whereas the 230mm rear disc features tangential slots.

Tha Tail

Here is the part of the Mito 525SP most familiar to anyone who has come across one of these bikes on the track. Enveloped in Cagiva red, a shade filled with victories and pride, the tail of the SP525 is made by CRD (Cagiva Research Development) so that aerodynamic flows can be controlled in such a way as to increase lift on the rear axis at top speed .

The Two Openings

The two openings in the cowl recapture the style that made John Kocinski’s Cagiva C594 the most admired GP500 bike on the track. Like in its famous ancestor, these dynamic air ducts feed the air box, generating an air pressure that aids the engine’s combustion at top speeds.

Wheels Pipes Swinging Arms

Forged aluminium wheels, boomerang swinging arm, racing exhaust system with carbon silender, aeronautic pipes. These are the distinctive signs of a motorcycle born for being put to the test with a chronometer, where every single detail can be fundamental when it comes to achieving absolute performance.

Bmw R80G/S

Era il 1980, la Parigi Dakar era agli esordi ma BMW aveva già intuito la potenzialità della moto da fuoristrada, comoda anche sulle strade di tutti i giorni. Il design non era all’avanguardia, ma il concetto era qualcosa di completamente nuovo, inventando di fatto una nuova categoria.

Gli elementi tipici da fuoristrada come le ruote, le sospensioni alte ed il parafango alto venivano combinate con altre prese dalla tradizione touring come la sella comoda, la posizione di guida e la possibilità di montare borse. Veniva poi montato un affidabilissimo un bicilindrico boxer raffreddato ad aria da 50 cavalli.

Era quanto bastava per divertirsi e magari andare a fare un giretto sugli sterrati, immaginando di essere Hubert Auriol, vincitore della Parigi Dakar 1918 proprio su questa BMW.

Honda CBR 900RR Fireblade

Fino primi anni ’90 le supersportive non superavano i 750cc. Le cilindrate più alte erano destinate alle grand tourer, almeno fino a quando non comparve la Honda CBR 900RR Fireblade.

Lasciò tutti di stucco presentandosi come una moto road-racing da ben 900cc, ma con pesi e dimensioni del tutto simili alle rivali dirette che avevano però 150cc in meno. 124 cv e velocità massima di 285 km/h: un razzo su due ruote ed un’altra tra le 10 moto che hanno cambiato il mondo.

Riferimento nella categoria sia in Europa sia negli Usa, diventando in breve tempo sinonimo di adrenalina pura. Soluzioni tecniche al top con la tipica garanzia Honda di affidabilità e qualità costruttiva.

Honda CB750 Four

Quando la Honda CB750 Four si affacciò sul mercato, gli altri produttori usavano motori di vecchia concezione, che un giorno funzionavano e l’altro no. La CB-four fu una ventata di novità nel panorama motociclistico, poteva contare su un motore potente da 4 grossi cilindri da 69 cv, che la lanciava a 200 km/h: un record nel 1968.

Non solo: grande novità, questa Honda era davvero affidabile. Certo, esistevano i 4 cilindri così come esistevano moto dalle alte prestazioni, ma nessuna prima di lei poteva a conciliare le due cose, senza lasciare chiazze di olio nel garage un giorno si e l’altro pure.

Models

Mk I/II and SP

The Mito was introduced in 1989 as the Mk I. The Mk II followed with minor changes such as upside down forks and a new front mudguard. The SP versions featured Marchesini rims and uprated suspension.

The SP models also featured different engine and ignition parts.

Evolution I and II

1995 Cagiva Mito Evolution I

In 1994 the bike was restyled by Massimo Tamburini with similar lines to the then new Ducati 916, a design he also penned. The similarity is particularly visible in the front and rear fairings.

The Evo I is identified by the 3 spoke rims and the 7 speed gearbox, grey lower panels, solid colours on the tail section.

The Evo II is identified by the 6 spoke rims and the 6 speed gearbox, solid colour lower panels, white area on the tail section.

In February 2007, Malaysian company MOFAZ announced that they will be locally assembling the last batch of the Mito 125 Evolution for Malaysian buyers. The bike will be known as the Momos Cagiva Mito 125 Fauzy’s Edition and only 300 will be made for the production run.

In late 2009 Cagiva dropped the Evolution model, leaving just the Mito SP525 and Raptor 125 in the lineup.

SP525

Cagiva Mito SP525

In 2005, at the EICMA motorcycle show, Cagiva launched a limited production tuned competition version of the Mito known as the SP525. This is something of a homage to the Cagiva GP500 (C594) racing bike. Front and rear fairings were modified to look more like the C594, eight-spoke forged aluminium wheels were added, while speedometer, lights and mirrors were removed to reduce the overall weight. The bike is not road-legal.

For 2008, Cagiva added the Mito SP525 road bike (not to be confused with the racing SP525 above) alongside the Mito Evo II. In terms of looks, the new bike inherits some stylistic traits from the competition SP525, essentially similar front and rear fairings.

On a technical level, the bike retains much the same rolling chassis as the Evo and the engine is still a 125 cc two-stroke, but has had several changes, notably a new Electronic Carburetion System (developed in conjunction with Dell’Orto) governing both fuel-air, oil-mix and ignition, allowing it to pass tougher Euro 3 emissions regulations.

Mito 500

In November 2006 at EICMA, Cagiva unveiled the Mito 500 concept bike. The two-stroke 125 cc engine has been replaced with a fuel-injected, four-stroke 500 cubic centimetres (31 cu in) DOHC single, courtesy of Husqvarna. Replacing the two-stroke’s expansion chamber exhaust is a tiny, seemingly unbaffled system, its exit just visible at the rear of the underside fairing. With forged alloy wheels it weighs in at 133 kilograms (293 lb) – just 4 kilograms (8.8 lb) more than the Mito 125.

Kawasaki Z900

E’ il 1972, a Sanremo vince Nicola Di Bari con “I giorni dell’arcobaleno”, le superpotenze Usa e URSS litigano su tutto ma c’è un’altra sfida tra super potenze, tutta giapponese. Kawasaki arriva sul mercato con progetto che vede un bel 4 in linea raffreddato ad aria, come aveva fatto Honda con la CB750 Four tre anni prima.

Qui però ci sono ben 900 cc ed una potenza di ben 82 cv, rendendo il motore sovradimensionato per la ciclistica del tempo: ed ecco a voi la Kawasaki Z900. Pare che la velocità massima reale fosse di 212 km/h, ben superiore a quella dichiarata di 200 km/h, e per questo la includiamo nelle 10 moto che hanno cambiato il mondo.

Una vera e propria bestia indomabile, che solo in pochi sapevano come renderla docile: è questo il segreto del suo successo.

Cagiva Mito 125

В спорном бою за категорию спорт-байков объемом 125 кубов, мотоцикл Cagiva Mito 125 проигрывает лишь гоночной модели Aprilia RS 125.

Компания по производству мотоциклов Cagiva была основана в 1950 году в итальянском городе Varese (Варезе) человеком по имени Giovanni Castiglioni (Джованни Кастильони). В те года она занималась производством небольших металлических компонентов. Первые мотоциклы сошли с конвейера только в 1978 году. Десять лет назад, в 1999 году Cagiva приобрела торговую марку MV Agusta в стратегических целях, которая по сей день считается главным брендом компаний Cagiva и Husqvarna.

Этот мотоцикл итальянского производства был впервые представлен в свет в далеком 1989 году, и с того момента заслужил признание среди профессиональных гонщиков.

Одним из таких гонщиков является Валентино Росси, для которого Cagiva Mito 125 стал первым мотоциклом, на котором он участвовал во всемирных чемпионатах MotoGP.

На протяжении многих лет этот мотоцикл подвергался незначительным изменениям, включая модели Evolution 1 и 2 и более новые серии SP. Однако, дизайн мотоцикла, выполненный итальянским инженером Massimo Tamburini, остался прежним спустя 15 лет.

Важно упомянуть то, что мотоцикл Cagiva Mito 125 считается одним из мощных мотоциклов в легкой категории спорт-байков, но, несмотря на это, ему можно добавить ещё около 13 лошадиных сил, сняв ограничения

Характеристики мотоцикла Cagiva Mito 125:

категория – спорт
двигатель – 1 цилиндровый, двухтактный
объем – 124.63 куб. см.
максимальная мощность – приблизительно 30 л.с. (22кВт)
6-ти ступенчатая коробка передач (7-ми ступенчатая в некоторых поздних моделях)
топливная система – карбюратор Dell’Orto PHBH 28 BD Carburettor
система запуска – электростартер
охлаждение – жидкостное
объем бензобака – 14 литров
сухой вес – 129 кг.
колесная база – 1375 мм.
высота по седлу – 760 мм.
максимальная скорость – 169 км/ч (105mph)

Купить Cagiva Mito 125

Новая модель SP525 (спортбайк) или Raptor 125 (классик) обойдется Вам в районе 6-7 тысяч долларов, но при этом нужно будет ещё привезти его в Россию, что может быть довольно проблематично.

На сегодняшний день купить мотоцикл Cagiva Mito 125 возрастом до 5 лет (2004-2007 года) можно за 5-6 тысяч долларов или примерно 150 тысяч рублей.

Цены на подержанные байки Cagiva более поздних годов варьируются в довольно широком диапазоне, начиная от 50 тыс. рублей. В основном все зависит от года выпуска, пробега и состояния мотоцикла.

Схожий по дизайну с Ducati 916 и обещающий почти 30 л.с. мощности, при снятом ограничении, мотоцикл Cagiva Mito 125 можно смело считать объектом желаний для каждого начинающего мотоциклиста.

World Champion John Kocinski Talks

Sitting down with the legendary John Kocinski, I got to learn more about the bike that had a short lived life in GP racing but a long lived legacy. John spoke about the team’s passion and excitement that surpassed the want to make money out of the sport, which is what motor racing should be about.

The Cagiva looked beautiful from any angle. This bike has since been sold to an overseas collector. Such a shame.

JW – It has been said that this was the bike that turned Cagiva from also-rans to almost wins and if you didn’t take the ride Cagiva would have pulled the pin. What is your take on that?

John Kocinski – Yes, it is probably true but a lot of my greatest memories have been when I rode for Cagiva. It was a company of great passion.

Huge titanium bottom clamp and carbon-fibre forks reputed to have cost $2,000,000 USD to develop.

JW – When you think back on the V593 and V594 and the results, particularly the wins you achieved on the bike how do you feel?

John Kocinski – It is one of my greatest accomplishments to win on a machine that no one else other than Eddie Lawson has won on. It was heartbreaking when Cagiva could not continue in 1995 because we were so close to having a machine that could win a World Championship.

The amazing yet temperamental JC won the Australian Grand Prix on the Cagiva GP500 V593 in 1994.

JW – How much of the work, in development terms, was done when you arrived at the team?

John Kocinski – Obviously, there had been work done, but it was far from complete.

Massive billet titanium triple-clamp and digital LCD dash.

JW – What were the strengths and weaknesses of the V593 and V594?

John Kocinski – The strengths were the agility and steering. The weakness was the power band.

Despite every effort to provide cooling the V593 was prone to overheating the rear cylinders.

JW – Was this motorcycle capable of winning the title?

John Kocinski – Yes, most definitely.

The ultra expensive Ohlins remote reservoir shock sits between the titanium rear expansion chambers

JW – Were you keen to stay on for 1995 if the team had survived?

John Kocinski – Absolutely. I loved the team, the engineers, I had great mechanics. It was just a matter of making some small improvements to the power delivery and handling.

Ferrari carbon-fibre wheels were just some of the amazing technology on this bike.

JW – Daryl Beattie said that overall he rates the bike well and that both yourself and Eddie Lawson proved that it is a reasonable motorcycle. But were you guys over-riding to compensate for lack of performance or was the bike really that good?

John Kocinski – No matter what machine you ride there are always issues. But definitely in 1994, the machine was the best it had ever been. I think the results say the same.

Twin crankshafts, note the tiny ignition pickups.

JW – What did it for you with 500s – the challenge, the acceleration, the adrenaline or the fear?

John Kocinski – That’s exactly what does it, I think, for everyone. The challenge, the acceleration, the adrenaline and fear.

Monoblock Brembo calipers worth a small fortune at the time. We are talking 25-years ago.

JW – Give us one word that sums up the Cagiva.

John Kocinski – Passion.

The twin crank V4 is very similar to the YZR500 of the era.

Cagiva Mito SP525

No, la Cagiva Mito SP525 non ha cambiato il mondo. Erede della Cagiva Mito sogno dei sedicenni degli anni ’90, è invece il canto del cigno delle 125 supersportive che oggi non esistono definitivamente più.

Bella, bellissima nella suo design e livrea ispirate alla C594 guidata da John Kocinski nella stagione 1994 con il numero 11. Prodotta fino al 2012, montava un monocilindrico a due tempi da 32 cavalli che spingeva la Mito ad una velocità reale superiore a 150 km/h.

Ci avete accompagnato in questa carrellata, perché non provate a dare un occhio anche alle 10 auto più costose del mondo? Oppure, se preferite, indicateci la moto che secondo voi dovrebbe far parte di questo elenco, segnalando la vostra scelta nei commenti!

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Cagiva Mito 125 II Koncinski Replica

CAGIVA PLANET 125 (125) 91-08 CAGIVA MITO 125 EV (125) 91-08 CAGIVA FRECCIA 125 (125) 89-92 CAGIVA MITO 125 (125) 90-92 CAGIVA RAPTOR 125 (125) 91-08 CAGIVA W8 125 (125) 91-01

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