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Driving report Mondial Piega
Great expectations
Old name, new shine: two years after its debut at the Intermot, the Mondial Piega should not only shine when stationary, but also shine with dynamism. Rain prevented the big show.
When motorcycle enthusiasts, especially Italians, want to help an old brand to regain its fame and present the result of their efforts on a brand new racetrack near the Adriatic in the blissful month of May, even skeptics arrive with the feeling that something very special is coming. When the mild evening light in front of the pit area of the new Adria International Raceway underlines the harmonious proportions of the four pre-series specimens, and gracefully arranged details complement each other with the elegance of Italian lines to create a temptation on two wheels, even pragmatists who are pragmatists fall into sentiment. The tight carbon cover looks like the little black one, the cornucopia-like materials titanium and ergal, distributed across the Piega, look like delicate lace on velvety skin. A spell that captivates everyone ?? until the next morning the view from the window only shows the thick veil of Italian rain. Then the silver Piega looks mouse-gray, high expectations shrink to the sober certainty: This Mondial is also just a motorcycle.
That the Piega ?? to German bend, curve, inclination ?? Under these circumstances, which by no means lead to exuberance, still get the same, honors the Mondial boss Roberto Ziletti. Because despite all his love for the exclusive, he has not lost sight of what is decisive. The Piega is a racer ?? and therefore primarily functional.
Get on, drive off and feel good are one thing on the Mondial. Even in such slippery conditions. The racing-like seating position, oriented towards the front wheel, the wide halves of the handlebars are low, but not clamped too low. Close to the knee on the slim 20-liter tank, the position of the footrest system is perfect, the height and lever position of which can also be adjusted to suit individual needs. As a confidence-building measure, the Pirelli rain tires, which Mondial installed instead of the standard road-legal Supercorsa (120/70 and 180/55) in view of the conditions, are also running. And of course the engine. Made by Honda, otherwise used in the VTR 1000 SP-1. And known there for impeccable manners, which he achieved despite the increase in performance thanks to the injection maps revised by Mondial ?? promises 140 instead of 132 hp? , has not lost. The first cautious meters on the slopes show that. Even in the area below 3000 rpm, which is so critical for a large V2, the engine accelerates hard, but without grumbling, pulling out of the speed range without chain whipping and the first sharp left bend onto the straight. And then he does what he always did best. Push forward calmly, but with vigor, without dips and peaks in performance, just like that. If it has to be ?? What if the driver doesn’t keep an eye on the digital tachometer from the SP-1, which is a stupid digital tachometer? effortlessly into the limiter beyond 10000 rpm. But even then, a gentle pulse on or under the gear lever helps, because the Mondial can easily reverse the gearshift pattern. The next of six courses is sitting.
No question about it, this engine is still one of those who define the status of the V-twin cylinder. And in the Mondial Piega it encounters a chassis that is equal in terms of its systems. The tubular space frame, built in the best Ducati tradition, consists of high-quality chromolybdenum tubes, the 46 Paioli upside-down fork has the Ohlins shock absorber and the latest generation of Brembo brake calipers ?? the one with the four individual toppings ?? have already proven their qualities in other Italian products. What can go wrong there? Actually nothing.
And in fact, the Piega does not show any nakedness on this wet, perfectly flat and angular course with many slow and no really fast corners. Steers in clearly nimble than the red counterpart from Bologna, stays more precisely on the targeted line than an SP-1, only gets a little nervous under the action of the finely adjustable and tightly gripping brakes, which is more due to the construction of the Pirelli rain tires than on the chassis itself. The fork, shock absorber and the Ohlins steering damper are hardly challenged under these conditions, let alone pushed to their limits.
A final assessment of the Piega capabilities must be reserved for future, sunnier days. For the time being, after this first, fleeting contact, one is inclined to sort the noble V2 somewhere between the Ducati 998 S and the Honda VTR 1000 SP-2, because it seems to be able to combine the best of both worlds. An assessment that also applies to the finish. The Arrows silencers, which are neatly integrated under the rear apron and flow into a dainty joint end piece, are a feast for the eyes. Likewise, the artfully welded titanium pipe of the exhaust system, the massive carbon-clad rocker arm, the self-supporting rear frame and the rocker arm of the shock absorber milled from solid. Everything at its finest, everything neatly processed. And all very easy. Mondial promises 179 kilograms without fuel, given the tank volume of 20 liters, around 200 kilograms should be realistic when ready to drive. And so the Piega is not only way ahead among the competing V2, but among the large-volume big bikes overall.
L.eider also priced. Piega buyers should have 30,000 euros ready. At the latest, it is this sum that not only guarantees exclusivity with a limited number of 250 pieces per year, but also arouses great expectations.
Technical data – Mondial Piega
Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, gear-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, 0 54 millimeters, engine management, no emissions control, electric starter bore x Stroke 100 x 63.6 mm, displacement 999 cm3, rated output 103 kW (140 PS), power transmission, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, chassis: tubular frame made of chromolybdene tubes, load-bearing motor, upside-down fork, sliding tube diameter 46 mm, adjustable spring base , Rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, four-piston calipers, floating brake discs, 0 320 mm, rear disc brake, 0 220 mm, two-piston caliper cast aluminum wheels 3.50 x 17; 5.50 (optionally 5.75) x 17 tires: 120/70 ZR 17; 180/55 (optionally 190/50) ZR 17 Dimensions and weights: wheelbase 1420 mm, empty weight 179 kg, seat height 815 mm, tank capacity 20 liters Warranty: Two years with unlimited mileageColors: silver-blue Price: 30,000 euros (racing version with carbon tank 32,000 euros, titanium Silencer and magnesium wheels available
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