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Munch Mammut 2000
Munch Mammut 2000
A new giant in motorcycle heaven: the Munch Mammut 2000 is just warming up the turbocharged engine for the first test drives.
Munch Mammut, a name that makes motorcycle connoisseurs sit up and take notice, because for them this term is synonymous with the mightiest motorcycle of the seventies. And Friedel Munch, who launched the former uberbike, is actually the spiritual father of the new creation. Just like in the mid-1960s, the Hessian dreamed of building a motorcycle that would surpass everything on the market in terms of performance. The first, powered by an NSU car engine Munch mammoth had a displacement of 1,100 cubic centimeters and produced almost 80 hp, which was sensational for the time. But to finance such a project again far exceeded Friedel’s possibilities.
As so often in life, chance helped him, and his name was Thomas Petsch. The entrepreneur, who is enthusiastic about motorcycles, came into conversation one day on a flight back from a business trip with the person sitting next to him, who is also a two-wheeler enthusiast, and so the two soon landed on the subject of motorcycles in general and Munich in particular. The decisive factor: Petsch’s interlocutor knew Friedel Munch personally and agreed to arrange a meeting. Petsch, Munch Mammut fan and owner, stood in front of Friedel Munch’s workshop in Laubach, Hesse, in the summer of 1997.
Friedel Munch described his plans, and both of them were convinced at the first meeting: We are building a motorcycle. Munch’s philosophy hadn’t changed since the sixties: the maxim that nothing can replace displacement was still valid, the whole thing should now be implemented with today’s technical possibilities. And they dictated the most important components. The centerpiece is the four-valve cylinder head of the two-liter four-cylinder designed by Cosworth for Opel, which, with turbocharging, had already generated over 200 hp in large-scale production. It was already on Friedel Munch’s workbench, and the entire engine was supposed to be built around it.
At least that was the dream. An investigation commissioned by Petsch was to clarify whether it could also be implemented in reality. The entrepreneur active in the metal industry used his business connections and recruited skilled technicians from Poland. Finally, the engineer Konrad Czwordon moved into Friedel’s workshop and implemented his ideas on the CAD computer for a year. Then it was clear: The Munch mammoth becomes reality.
In the decisive construction phase, a team of 15 engineers implemented Friedel’s ideas down to the last detail. A special cylinder and an equally special crankcase were designed for the cylinder head. The separate gearbox housing also had to be drawn, always with the premise of taking the Munch idea into account. Style elements and technical solutions emerge that already characterized the original Munch. For example the huge clutch bell or the closed chain case of the secondary drive, which also forms the housing for the cast swingarm.
For the chassis, the development team relies on a conventional double loop frame made of chrome molybdenum tubing and on components from well-known suppliers. The fork is supplied by Ohlins, the two struts under the engine are supplied by White Power. The entire brake system with floating, 320 millimeter discs and eight-piston calipers in the front wheel comes from brake specialist Spiegler. The cast aluminum wheels, of course in the typical Munch design, are made by a manufacturer of car rims.
Finally, the project should be given an aggressive design. And so Thomas Petsch looked for professionals who could implement the desired design language accordingly. He found what he was looking for at M-Design, whose boss Wolfgang Flohr had already given some Japanese sports motorcycles a new outfit. Within a few months, M-Design created the Munch Mammut tailor-made suit, from the first draft to the final shapes for the handlebar cover, tank and seat.
In the series, of course, all add-on parts should be made of carbon fiber. However, in order to be able to produce the Mammut in a small series, Petsch first had to create the spatial conditions. He set up a workshop near Breslau, in which the 15 engineers who designed the Munch on screen will also assemble it.
Distribution is carried out by Munch Motorrad Technik GmbH, based in Wurzburg. The exclusivity has its price, of course: a proud 86,000 euros. For this, Munch Motorrad Technik wants to offer the owners a very special service. In the event of any malfunctions, quick help is not a problem, assure the makers. The Munch Data Box constantly registers the most important operating states of the motorcycle. With a diagnostic connector for the engine and a special adapter for the mobile phone, the owner can contact Munch Motorrad Technik GmbH directly via the 24-hour hotline. This enables the technician in the factory to evaluate errors and the necessary adjustments can then be carried out remotely. A service vehicle comes to the customer’s home for normal maintenance work.
But before all of this becomes a reality, the development team still has a lot of work to do. The engine has already passed its test bench tests? 260 PS of power and 295 Newton meters of torque speak for themselves ??, but the complete driving test of the 300-kilogram bolide is still pending. According to Thomas Petsch’s ideas, the first motorcycles should be delivered as early as August.
There are already 30 firm orders. There will be a maximum of 250 copies of the exclusive jumbo. Gunther Sachs is one of the customers. In such circles, the Munch Mammut 2000 should be one of the cheaper vehicles in the company’s own fleet. And so that the illustrious customers do not completely take off, Munch’s jumbo jet, unlike Boeing’s, is cordoned off at a top speed of 250 kilometers per hour.
The story – Friedel Munch or the neverending story
Friedel Munch, born in Dorn-Assenheim, Hesse, in 1927, was infected with the two-wheeler bacillus at an early age. As early as 1948 he contested his first race on a converted Horex S5. From 1955 the trained motor vehicle master worked in the test department of Horex. After the closure of the Bad Homburg plant, Munch took over the entire production facility including all spare parts for the Imperator motors. The Hessian also made a name for himself as a tuner, as the Ohc two-cylinder engines he prepared were among the fastest engines in the 500 class. At IFMA 1966, the inventor landed a huge coup with the presentation of the sensational Munch Mammut: around the four-cylinder NSU-TT engine, he had built the largest and most powerful motorcycle that could be bought on the road. According to the motto standstill is regression, Munch drove the development of the Mammut continuously with injection, increased displacement up to two liters and compressor charging. Even when Friedel Munch got quieter, he had long had the new project, the culmination of his life’s work, in mind. And if you talk to him today, you will not get rid of the impression that this was far from Friedel Munch’s last trick.
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