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From YourSITE.com Motorcycles TORNADO 900 TRE LIMITED EDITION
THE PROJECT: A rule that every designer knows well: if you want to realize a leading-edge Formula One, inspired by aerospace technology, if you want a modern high-performance motorcycle, look to the world of Formula One.
At the end of seventies, Formula One racing cars had a front radiator, but it was clear that this choice considerably limited any progress in streamlining and also in defining the vehicle. Shortly afterwards, radiators were placed to the side and progress had a chance to develop much quicker. From this standpoint, today’s motorcycles are still tied to the past: the frontal radiator offers mediocre performance and drastically limits streamlining, which also affects the development of the entire vehicle.
AGAINST TRADITION: The front radiator of a multicylinder motorbike, engaged in cooling the liquid inside thanks to the air outside at lower temperature, is actually heated because the exhaust manifolds are positioned very close to it. The design engineers are therefore compelled to increase the radiant surface to obtain the desired performance,but the cross section of the front air inlet ports also increases.
On the Tornado, the radiator is tucked away under the seat and receives cool air from two dynamic ducts, fed by two narrow vertical inlet ports under the turn lights. This solution caused raised eyebrows when the motorbike was first, but all the tests conducted so far have shown that this is the right choice. Road tests conducted in summer at very high environmental temperatures have shown that this solution is perfectly compatible with the best performance of the motorbike, on the road and on the track. REDUCED DIMENSIONS: Furthermore, this prevents heat from gathering in the middle of the vehicle, and therefore the rider is freed of those hot blasts on legs and chest, every time he stops or rides slowly. This solution offers a further advantage: the rear radiator, unaffected by heat coming from the engine, can be 20 percent smaller than a traditional frontal radiator, to the advantage of easier positioning inside the vehicle and relative weight reduction.
A SURPRISING SHAPE: From above, the Tornado highlights an absolutely unusual structure. The front, thanks to the lack of a radiator, is very tapered. The bike widens out at the tank and engine, then narrows at the saddle, to better gather the rider’s legs. This results in truly top-level streamlining, and perfect for high-speed riding, when it takes a lot of power to break the air-barrier formed in front of the bike.
THE ENGINE The heart of the Tornado Limited Edition is a very modern three-cylinder engine in line with 900 cc, born of a design that keeps an eye on standard production requirements. The result is an extremely versatile unit, suitable for giving rise to an entire family of engines of different structures and capacities. Apart from the appeal of the "triple", a perfect number also in four-stroke mechanics, the Benelli design engineers have identified in the three-cylinder formula, an ideal compromise between the great demands of such a motorycle.
On the one hand, there is the need to make the engine run at very high speeds, to find the HP essential for racing. On the other hand, the need to offer the best possible use of this power, with the advantage of the vehicle’s thrust capacity; and furthermore, the advantage of ultra-compact dimensions. The features One of the really important technical choices is the use of dry clutch. A choice that is totally reflected in the desire to create a motorbike meant for competitions: the engine becomes lighter, the dry clutch is smaller than the traditional type in oil bath, and all problems of friction between the parts due to the presence of oil are eliminated. Widespread use of parts made of magnesium. The head cover, oil cup, certain elements of the clutch, and some gear components are made of magnesium to reduce engine body weight. Fully removable gearbox. Typically aimed at competitions is the decision to use a six-speed gearbox that can be removed entirely without dismantling the engine from the vehicle, thus speeding up operations that may be necessary for modifying the ratios.
THE FRAME AND FORKS: One of the main aims of the Tornado project was to obtain the best weight/rigidity ratio. The objective is achieved, thanks to the absolutely innovative technical choices made. The absence of a radiator in the front, in fact, makes it possible to have the engine forward, with optimum weight distribution, thus ensuring riding stability.
Besides, the engine is embedded in the frame of which it becomes an integral part, thus contributing to further improving the overall rigidity. The frame is obtained by joining a front part including the steering column and Chromium-Molybdenum steel side truss structure to the rear part made of aluminium alloy (GalSi 9) which powerfully covers the frame, thus allowing solid connection to the rear suspension. The two parts are made integral by means of strong bolts towing the four struts, forming a solid union that is further reinforced by gluing of the components, as is the case in the aeronautical industry, to completely eliminate micro-movements and vibrations.
COMPETITION TECHNIQUE The inclination of the steering column can be adjusted by means of bushes. The steering damper, cross-wise with respect to the longitudinal line of the vehicle, is in the front (of the rider) of the fork stems. The rear suspension is of the variable progressive joint single damper type, with ultra-adjustable damper unit. The system is also located lower, as compared to other motorbikes that adopt similar systems, to avoid problems due to heating of the rear radiator. The fork, a "critical" part of the structure, has been constructed without halfmeasures: it is an authentic racing component constructed using the best materials and the most advanced technology. A real piece of modern sculpture made of aluminium alloy, formed of moulded parts and cast parts. The wheels has been realized in collaboration with Marchesini. They are 17" aluminium forged, to obtain optimal riding. Every spoke is machined in order to reduce the overall weight without sacrificing the structural integrity.
LOOKS The distictive styling of the Tornado has seen many slight modifications in the past months, to bring the production model visually closer to the original styling model, as well as improving vehicle dynamics, and overall rider usability. The main area of attention has been to the lower fairing, reducing overall width for both improved ground clearance at extreme lean angles, as well as further improving aerodynamic efficiency. The fuel tank has also been totally reproportioned to create a more dynamic profile and to improve rider ergonomics. Many smaller details have been refined, or redesigne in attempt to make what was already a unique motorcycle just that bit more special. The Tornado has designed to offer the rider a great feeling, both on the road and on the track; because this is the spirit of bikes born for racing – right from the drawing-board.
TECHNICAL DATA Engine 4 stroke, in line three cylinder, inclined forward 15°, incorporating an anti-vibration counterbalance shaft. Bore x Stroke 88 x 49,2 mm Displacement 898 cc Compression ratio 11:1 Cooling Water cooling with rear mounted radiator, with two electric cooling fans. Timing system Twin cam chain driven with four valves per cylinder. Lubrication Wet sump. Power (max/revs) 105 kW at 11.500 rpm Torque (max/revs) 100 Nm at 8.500 rpm Fuel injection Sagem, electronic igniction with 1 injector for each cylinder. Clutch Dry clutch with anti-blocking system. Gearbox Six gears, fully removable. Transmission Primary gears, final chain. Frame Mixed solution. Front section in chrome-molybdeum steel tubes, rear section in hollow cast aluminium box section.Adjustable steering head angle 22,5°-24,5°. Suspension Front: Öhlins, adjustable in comp & rebound and pre-loading fork;rear:swingarm composed of cast and pressed aluminium parts with Öhlins monoshock adjustable in compression rebound and pre-load. Wheels Marchesini, forged alloy wheels; front 3,5" rear 5,50" Tyres Dunlop. Tubeless radial; front 120/70 x 17" rear 180/55 x 17" Brakes Brembo; front:double floating discs 320 mmdiam. with 4 piston calipers; rear: single diskdiam. 220 mm with double piston caliper. Dimensions Wheelbase: 1419 mm seat height: 810 mm Dry weight 185 kg © Copyright 2001 by YourSITE.com |
