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Driving report: Munch Mammut 2000
The mammoth lives
The Munch brand has risen again, the Mammut is about to be completed. MOTORRAD rode the world’s most powerful sports machine as a world exclusive.
A mammoth is the primeval big brother of an elephant. Weighing a ton, incredibly strong and not exactly squeamish when it came to quenching its hunger, the herbivore mowed down the lush fauna of bygone times without any problems. And like today’s proboscis, the mammoth had no natural enemies ?? except for humans. As a lone he ran quickly, of course, but appearing in hordes, the two-legged men brought down many a mammoth.
And now the MOTORRAD tester stands in front of the giant metal mammoth with all due respect. It blinks angrily at him from both of its headlight eyes. And that, although for God’s sake he doesn’t want to bring it down, just tame it a little. Alone. Truly no easy task, it is first of all to lift the 380-kilogram machine with its extremely high center of gravity off the side stand. It doesn’t take much less effort to pull the incredibly stiff clutch. Munch boss Thomas Petsch whispers a meaningful “380 Nm torque !!!” under the visor to the desperate looks of the tester. Sure, a clutch needs fat springs to transfer that much steam. And they ask for hands like screw clamps. On the drive out of Wurzburg, the location of Munch Motorradtechnik, we can only hope for a green wave.
Thomas Petsch is the initiator of the new Munch Mammut 2000. Inspired by the idea of resurrecting the Munch legend and blessed with the experience and financial strength of a successful company boss, he drives the Munch project to series production. Problems such as compliance with noise regulations, the insane torque that excessively inflicted on the clutch, or the relocation of the poorly placed struts delayed the start of series production by more than half a year. But now the homologation has taken place, the start of production is imminent and a pre-series copy is ready for the first test drives. On the maiden voyage, Thomas Petsch accompanies the tester in a fast limousine. He can now find his way around the prehistoric animal, changes gears without clutch thanks to the automatic gearshift? and is amazed to see how easy it is to control the mammoth once it is in motion.
The fact that large parts of the mammoth four-cylinder engine are of automotive origin reflects its sluggish response to movements of the accelerator hand. A lot of centrifugal mass ensures lethargy, but also for gentle manners at low speeds. Even below 1000 rpm, the two-liter, sixteen-valve engine pulls off gently, and the mammoth falls into a leisurely rut. Unspectacular, low-vibration, intonating the sonorous humming of large-volume four-cylinders, to which the hustle and bustle of high-revving motorcycle engines is completely alien.
The tester learns that such a mammoth can get terribly angry when Thomas Petsch waves him past on a long straight. When the throttle grip is turned to the stop in third gear, the engine starts to speed up with a slight hiss, only to explode from 3000 rpm. Then the turbocharger really revs up and blows so much air into the engine that it roars enthusiastically. No, this is not the clutch that is slipping. It’s the rear wheel! All of a sudden, the mammoth storms so vehemently, as if it wanted to shake off its annoying trainer. And flies past Thomas Petsch’s Daimler like a land-based jet fighter. Only in fourth gear does the slip become bearable and can be controlled, but by then the beast is already running over 180 km / h.
Brutal, as the Munch pushes. With the performance of the Hayabusa and ZX-12R in mind, the tester had expected a lot. The two-liter turbo engine, however, allows even the most powerful Japanese cars to shrink into child’s play in the range from 3000 to 5000 rpm. The hammer is now hanging in Wurzburg, 265 hp, at 5500 rpm! Anxiety! Now it also becomes clear why the sitting position is oriented so strangely forward, with footrests positioned too far back, a form-fitting hump in the rider’s rump. This is the only way to avoid falling behind when the mammoth gets angry. And act a bit underhandedly. Goes like the devil and hums completely calmly, even downright satisfied.
The Munch turbo engine has nothing of the smooth power delivery of a current Golf GTI with its 150 PS, but the unadulterated kick of the turbo hammers of the first hour: all or nothing. Not very suitable for a motorcycle. The power is never proportional to the position of the throttle grip and the engine speed of a naturally aspirated engine, but at least as dependent on the supercharger speed and thus the boost pressure. As a result, the power is quite difficult to dose. Especially since the supercharger speed and boost pressure need a while to reach their maximum, with the supercharger a tight 0.9 bar overpressure.
The little while, the famous turbo lag, takes a long time at Munch. The driver is always tempted to realize the desire to accelerate with a little more gas than is normally necessary. The mammoth then seems to take a deep breath, and after a second or two the charger breathes a tremendous amount of steam into the engine. At 3500 rpm, the four-cylinder can deliver 380 Newton meters, too much for driving in an inclined position, too much for most situations.
It is difficult to navigate a combination of curves in the conventional way with the original animal. Either you have too much smoke on the rear wheel, which is not fun and makes adrenaline production like the supercharger speed soar, or too little, which hinders the flow of the road and does not look exactly bold. In this respect, as a tester of Europe‘s largest motorcycle magazine, one likes to take it back. You roll, the huge engine turns under 3000 rpm. You concentrate on steering using the wide handlebar.
It’s difficult enough, because the Munch likes to strive to the outside in curves and, thanks to its large mass and the large engine flywheel, pushes unusually hard into curves. That takes courage. And in an inclined position, any add-on parts can be attached. This then costs liability on the front wheel. The board-hard suspension always provides enough feedback, and the lush brakes with the Spiegler eight-piston calipers are easy to dose and cope with the mammoth 380 kilograms plus driver surprisingly well. The tires, too, a mighty 200 tire at the back, have to do hard work, but do their job quite well. Of course, they also get warm quickly.
The mammoth grimly pushes into the limiter on the motorway at 248 km / h. Incidentally, they appear tiny on the stack display instrument borrowed from Formula 1. The speed is ultimately more important there. The wide sail rod creates a lot of restlessness in the landing gear and the uncomfortable feeling in the tester’s stomach that such a fast pace could soon become too colorful for the mammoth. Let go of the reins and find out in amazement: The Mammut is enough for 220 km / h 4000 rpm. That is unique in two-wheeler circles.
D.he test round is over, for the fourth and last time the tester pulls the clutch, switches off the engine and tips the monster onto its side with a lot of confidence in the stability of the side stand. Thomas Petsch is already jumping out of his car and is expecting a report. You have to tell him. He built the most brutal, strongest and most expensive sports motorcycle in the world. Taming the mammoth challenges the whole man and is definitely not for two-wheeled greenhorns. But Munch Mammut has never been like that. The unchecked hunger for performance and displacement of forefather Friedel Munch ensured that. Seen in this way, the new Mammut is a real Munch.
Thomas Petsch, the maker
On the return flight from a business trip, Thomas Petsch, 41, started a conversation with his neighbor about the subject of Munch motorcycles. The successful entrepreneur and even Munch owner wanted to meet Friedel Munch once. The person sitting next to me arranged the date, and Petsch met Munch in the summer of 1997 in his workshop in Laubach, Hesse. Munch, badly affected by a stroke, infected his visitor with the idea of a new mammoth. The businessman also acquired the rights to the Munch brand name. For three years, 15 engineers from Petsch in Poland have been working on the project, which has so far cost 25 million marks. Important changes repeatedly delayed the start of production. The homologation has now taken place. Production of the series, which is limited to 250 pieces, will begin in a few days at Sachs in Nuremberg. The last of these is to go to the German Museum in Munich.
Technical specifications
Technical specifications
Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, wet sump lubrication, intake manifold injection, turbocharger with charge air cooling, engine management, regulated catalytic converter. Bore x stroke 86 x 86 mm Displacement 1998 cm³ Nominal output 191 kW (260 PS) at 5700 / min Max. Torque 295 Nm (30.1 kpm) at 3500 / min Power transmission: multi-disc oil bath clutch, five-speed gearbox, encapsulated O-ring chain. Chassis: double loop frame made of tubular steel, upside-down fork, two-arm swing arm made of cast aluminum, two horizontally arranged spring struts, double disc brakes at the front, eight-piston calipers, floating brake discs O 320 mm, rear disc brake, O 280 mm, four-piston caliper. Cast aluminum wheels 3.50 x 17; 6.25 x 17 tires 120/70 ZR 17; 200/50 ZR 17 Weight with full tank 380 kg
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