2003 Mondial Piega - Motorcycle.com
Exclusivity, yes, let's talk about it. It was quite a few years back that I had my first and so far, only chance to place my sorry behind on what was supposed to be back then, an indisputable Italian object of desire, plain unobtainium stuff--a Bimota to be exact.
After a few laps on a totally unsorted bike, I couldn't help but wonder how could this, ahem, "gem", ever make people weak in the knees?
To make things worse, it was during a sport bike comparo and the original Japanese machine powered by the same engine was running rings around the Bimota, no matter how much effort the present factory technicians were putting in to sort the thing out. And the riding position ouch! After that experience I thought I learnt my lesson regarding the worth of a small venture's slant on building an "exclusive," but only partially cooked, thoroughbred. And don't even get me started on this repulsive old-brands revival thing, it's been getting up to here lately... So here comes this big shot that buys yet another brand name, past glory included, slaps together a fancy frame with a proprietary engine again and Yeah sure, bring it on
OK. Conscience clear now, let's begin with a short history lesson. If the name Mondial doesn't mean much to you or me, that's because when this Italian outfit was winning World Championships, we weren't even in the conceptual phase. FB Mondial, as it was known, was founded in 1948 by a motorcycle passionate Italian Count, Guiseppe Bosselli (F.B. standing for Boselli Brothers). Right from the start its tiny twin-camshaft 125 singles were breaking world speed records, and soon they were headed for the GP's. Within nine years of its foundation Mondial had conquered no less than 10 world titles (five individual and five manufacturer championships), a string that was cut only by the Italian teams' collective pull-out from racing in 1957. But, as Mondial's fame was totally based on on-track success, sales of the racy 125-175 roadsters dropped and brought on the company's collapse.
Ziletti gathered a small team of savvy motorcycle engineers and developed around the RC51 engine a supersports machine with the objective of creating a heavily track-oriented model with just the necessary concessions to be road legal, the way ex-racer Count Bosselli would have had it. Continuing the old-world craftsmanship theme, a tubular chrome-moly frame was developed, something that allowed the creation of a much narrower bike than possible with the twin alloy spars of the RC51. Unlike Ducati's tubular space frame, the Mondial Piega's frame is actually more of a twin spar affair, with each spar being built up from an upper and lower tube joined by thinner tubes triangulating the structure. Have a peek at the pics and you'll be amazed at its tiny size. As fine as the classic chrome-moly frame is, further weight savings were achieved by use of ultra-modern materials. The whole rear subframe is a weightless carbon fiber shell, and the rear swingarm mixes the two technologies by being a chrome-moly structure boxed in by carbon fiber panels. For all the rest of the mechanical parts, copious use of CNC machined aircraft grade aluminum was made, all in all, creating a real visual tech-feast. Wherever the eye rests there are beautifully crafted parts to be enjoyed. My favorites are the blue anodized covers for the engine bolts with tiny, CNC-ed Mondial logos.
The task of shaping the Piega landed on the shoulders of a young Italian designer, Sandro Mor. The end result might not be the equal of a Tamburini masterpiece, but is nevertheless pleasingly aggressive and classy. Then there are plenty of character-laden details such as the bulging tandem headlights (done way before the 999 was penned), innovative rear view mirrors with embedded LED turn signals and the extremely sexy tail-exhaust combo. Cans have been placed under the
On the engine side of the equation, things are a bit more mundane if you can ever say that about a power unit that won Honda an SBK crown first time out, catching Ducati with its pants downtwice. The Piega's engine is lifted straight off the RC51 Mk I, complete with its injection system. In the name of reliability, no internal changes were made, but Mondial claim to have modified the power delivery of the engine via the exhaust system and injection software, adding a few horses in the process and enhancing driveability.
My moment of truth came on a very special occasion. The first production units are starting to roll out now, a good occasion to invite a few journos to test the thing on the historic track of Monza, just around the corner from the factory. To make things really feisty, a pit box full of Mondials wearing tire warmers is welcoming us and in the next garage, tuxedo-wearing waiters are setting up tables for the religious mid-day Italian lunch. Cool and hard not to run straight for the bikes to try them for size. Even with the rear wheel held off the ground by the racing stand, my first impression is, ultra narrow, racy indeed, but a lot less severe than I expected. A good old 916 can make your wrists hurt even while standing still--not so the Piega, courtesy of a very reasonable reach to the bars. Much more racy is the position of the footpegs, yet if during road use your knees need to flow more blood downstream, there are umpteen mounting holes to move them lower.
History of Monza
On a lighter note, I still keep the video of Pierfrancesco Chili's fantastic `96 win after riding off the track on the last lap, and rejoining the race in fourth.
Three linked turns allow for classic outbraking maneuvers and stealing your adversary's line. Line choice in the first left is critical as it impacts heavily on the rest of the section and your exit speed into the last long straight. Bang through the gears while WOT again--liter bikes see 150 while WSB's reach 180 on the back straight. Braking for the Parabolica is straightforward as you have a slightly better view of what lies ahead and, the noticeable banking is there to help you. Apex early for this increasing radius turn but be careful, it's prime passing ground as there are a variety of fast lines. From the apex onward, a crazy drag race begins as you bang through the gears while leaned way over.
Biggest surprise, though, is the amount of space available for moving my butt around: At 6'4", I usually beg for more bum room, but not so here. The seat feels almost too long for a single seater. Switch on, and the stylish exhaust starts to emit a very mild rumble. Sorry, we're in the Exhaust Correct Third Millenium. If the improved power claims are true, it makes you appreciate Mondial's and Arrow's work even more, since they achieved improved performance without having to resort to the ungainly looking big cans of the RC51 or making a noisy system. Tire warmers off, that's right tire wamers, a technician rolls my Piega off its stand and even pushes me as I start my ride, GP-style... Good thing too because the Piega's track orientation manifestates itself immediately in a tallish first gear. As I accelerate in Monza's pit lane, the first big question is how does the Piega's engine response compare to the good old RC51, which had quite an abrupt power delivery? What an improvement! The Piega pulls nice and clean from down low, 3 or 4K rpm even, without any of the jerkiness that I remember from the RC51.
Another mental note on this suspension-challenging left-right-left: There's not even a hint of tail-wagging, as the smooth-stroking Ohlins damper takes everything in stride. This friendly and controlled agility isn't compromised by any instability at full warp speed either. Monza has at least three points where you kiss 150, if not 160, on a liter-bike, and the Piega remains rock-steady. No shake, no rattle no hum.
Monza is a killing track for brakes too. With its three chicanes coming up right after those high-speed straights, some bikes here lose all traces of anchoring ability after a few laps. Time and again, though, the Piega's triple-bridge Brembos supply strong and easily e modulable reverse thrust without hinting at fade, while the Paioli fork copes well slowing the Piega from 160 to 40 in total control. In fact, if you're a real hard-core late braker, the Piega allows you to move your markers well beyond the point of no return. After a few laps, with braking markers readjusted and caution out the window, I begin to discover too that the Piega digs trail-braking into turns, and that doing so doesn't cause any slowing of turn-in...
Just in case this is starting to sound like a monotonous Ode to Piega, there are some smallish things to complain about. Unless it's a Porsche, a piece of true exotica can't be perfect, can it? So I wouldn't mind the tank being narrower at the top, as it somewhat gets in the way of my elbows in full attack mode. And the longish seat, although useful for transferring weight to the rear while on the brakes, requires me to perform a horizontal pull-up to prevent sliding backwards under acceleration.
No riding impression at Monza can be complete without some tales from the loony Curva Grande and Parabolica. In these super-fast sweepers, among the fastest of any track, you really understand why twins still kick four's asses the way they do in SBK. When you have to keep the throttle twisted open in these long turns, knee on ground at 120-plus for eternity, the RC51 power unit lets you put the power to the ground without thinking too much about the altitude you might reach in a high side. On this right-hand intensive track, the tortured Supercorsas continue to simply dig themselves into the tarmac, at least at the semi-serious speeds that I was carrying through these fast turns. On some big-bore fours I've ridden here, the danger of an imminent spin out is literally always around the next corner...
Confident drive out of corners also explains why, by the end of the main straight, I was seeing about the same 160 mph I usually see on fours with 30 horsepower more. That said, Eric Saul, one Mondial's development riders and 250 GP star of the eighties (winner of the 1981 race at Monza) said he was seeing some 6-7 mph more.
I wonder, why is that? I mean, the guy must be in his 50's... Time for a pit stop and a deep breath. No road bike (the thing has mirrors mind you) put together by about twenty people in two years has any right to be this good. Or sorted. Or sexy. Unlike some big mouths out there, Roberto Ziletti, has managed to build and bring to market just what he intended: a top-notch tool that should give, for about $30K, an ultra-exclusive option to anybody who's grown tired of run-of-the-mill 999's, Mille R's, what-have-you. One last thing. As final proof that he really is no poseur, Roberto dons his leathers and proceeds to clock some laps just a few seconds slower than the pace set by his ex-racing testers. Know any other CEO's that fast? Now, if I could only find a hat to eat for lunch...
Specifications
ENGINE
999cc DOHC liquid-cooled L-twin, 4v/cyl.
Bore X stroke: 100 X 63.6mm
Compression ratio: 10.8:1
Claimed power: 103KW (140cv) @ 9800 rpm
Claimed torque: 10.2 KgM @ 8800 rpm
Fuel delivery: Electronic injection, Mondial ECU
Exhaust: two-into-one, disappearing undertail muffler...
Gearbox: 6-speed
CHASSIS
Frame: TIG-welded chrome-molybdenum vanadium steel-tube trellis
AXLE BASE 1420 mm
Front suspension: 46mm Oleodynamic Paioli TiN, 120mm travel, fully adjustable
Rear suspension: Ohlins piggyback single shock, 115mm travel, fully
adjustable
Front brake: two 320mm discs with four-piston/ four-pad Brembo calipers
Rear brake: 220mm disc with two-piston caliper
Wheels/tires: Mondial light alloy; 3.50 x 17 in./ 5.50 x 17 in.; 120/70-ZR17
and 180/55-ZR17 Pirelli Supercorsa
Wheelbase: 1420mm
Rake/trail: yes
Claimed dry weight: 179 kg
Seat height: 815mm
Fuel capacity: 20 L
Colors: Silver/blue, bright carbon
More by Yossef Schvetz
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