New GP-MuZ 500

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New GP-MuZ 500

Swiss makers

The new Grand Prix-MuZ 500 impressed its drivers Luca Cadalora and Jurgen van den Goorbergh straight away. Swiss precision work is the secret of success.

So far, the MuZ 500 was composed of the French ROC chassis and the Swiss Swissauto engine. But because ROC owner Serge Rosset relies too much on his own knowledge and the drivers prefer to adapt the set-up to his drivers, the conflicts in the MuZ team simmered. After the end of the 1998 season there was therefore a separation – the new team manager Rolf Biland had decided against the “stubbornness factor” and opted for a new technical adventure.
But who dares and calculates his risk, wins. MuZ technician Johannes Kehrer had measured the ROC chassis and carefully evaluated the data collected over the season at the main plant in Zschopau-Hohndorf. MuZ Rennsport GmbH, founded as a subsidiary in autumn 1998 and located in the vicinity of the Swissauto company in Burgdorf, Switzerland, thus had the necessary basis for a new design. Eskil Suter, test driver and one of the team’s most important suppliers, drew the chassis and had it welded together at Fabrication Techniques in England, the company that also produces the Modenas chassis.
When the new machine, black and unpainted, was lifted out of the van for the first roll-out in Jerez in February, it not only looked elegant and compact like a 250, it also worked like that. Luca Cadalora and Jurgen van den Goorbergh raved about how easily the MuZ, which is three kilograms underweight, can be turned and how much feeling for asphalt and tire grip it gives. Although the two had to share the first prototype and avoid any risk of falling, Cadalora conjured up a best time of 1.44.9 minutes on the asphalt, only a good two seconds away from the unofficial record. Van den Goorbergh was only two tenths of a second slower and proved that Cadalora still had reserves. “From now on we must be careful with all of our statements. Otherwise the expectations will grow skyward, ”the Italian tried to hold the ball low. “The air gets thinner upwards – like a weightlifter who wants to put on another disc at the limit,” said Rolf Biland, dampening the emerging euphoria.
But the MuZ team still has a number of arrows in its quiver. Because a hard chassis is difficult to cook softly, but a filigree chassis can be reinforced at any time, Suter designed the frame consciously for that “controlled flex” that gives the driver a broader limit range. The strictly symmetrically shaped, voluminous rear swing arm is hollow on the inside, but can be reinforced with additional gusset plates at any time. Additional struts can also be welded in in the area of ​​the steering head, the angle of which can be adjusted in a few simple steps.
The philosophy of looking for the goal in the most direct way is already evident in the pit equipment designed by Andy Wuthrich. When unpacking, each of the four motorcycle travel containers is transformed into a workbench equipped with drawer systems and complete tools, spare parts and a replacement motor, and the container walls become cozy box partitions. »In the past, at ROC, we tinkered for one day at a time. Now the pit system will be up in an hour, ”explains engine designer Urs Wenger.
Swiss precision and, according to Rolf Biland, “the ideas of a handful of intelligent people” are the decisive trump cards in the fight against the Japanese overwhelming power. Because of the secret development aid that Cagiva once enjoyed at Yamaha, there can be no talk of the MuZ team. The team is not even allowed out on the track for joint tests with the Yamaha teams. It is even more important “that the Japanese are filming us with the carburetors”. Mikuni stopped selling to MuZ on the orders of Yamaha, Keihin charged 320,000 Swiss francs for five carburetor batteries. “We write such offers when we don’t want to place an order,” says Wenger.
But the counter-offensive with a two-stroke injection for the extremely powerful Swissauto V4 engine, which is to be tested on the track during the summer break in August, has long been rolling. “It’s easier for us because we’ve been building petrol-injected engines for twelve years. The 500 is the only one with carburetors – and there are also lots of electronics on them, ”says Wenger.
Technically, the innovative strength of the MuZ team knows no bounds – only with the budget, the trees do not grow into the sky. Until the end of January it looked as if the Dutch Van Nelle group would be responsible for the lion’s share of the budget of 5.5 million francs with the drum cigarette tobacco. Then the financier jumped off, leaving a two million hole.
But the Swiss also found a solution for this. Engine manufacturer Albert Weber, who produces over 1000 car engines every day in Markdorf on Lake Constance and whose company also manufactures the housings for the Swissauto racing units and the new MuZ road twin-cylinder, is a new sponsor. The main sponsor area on the fairing remains free. “We’ll try to market the team from race to race,” explains Rolf Biland. “And if a main sponsor is found for the year 2000, he can start now with a special discount.”
E.part of the enormous development costs could also be refinanced quite differently at the turn of the millennium. “We’ll be building four new motorcycles next year. We could then sell the used ones on, ”thinks Urs Wenger. »We would have the spare parts logistics under control – after all, in the heyday of sidecar sports, six sidecars and two solo motorcycles ran with our engines! ??

Bilands "Futuro" – Faster than Mick?

For 20 years, Rolf Biland kept the team sport in suspense with technical revolutions, and the glow of innovative passion has not died down even two years after his resignation. The 47-year-old will soon be delighting the world of motorsport with a new car-like development that, due to the narrow track of the two rear wheels, is reminiscent of a tricycle and thus of the great legacy of the seven-time world champion. »The lack of traction from tight corners is annoying with the team. But with this construction, things are moving forward everywhere – even if I cut the front wheel over a curb, I still have grip at the back, ”enthuses Biland. “Because of the narrow rear wheel track, the vehicles cannot get caught in close combat. You will drift through the curves in formation flight as in the speedway. ”With four-stroke engines that can be bought, the“ Futuro ”studies could be part of the Formula 1 supporting program in the future. Biland had the 200 hp Swissauto V4 installed for itself. “Doohan’s lap times will drop,” he announced. And if not, according to Biland, the Futuro is still good for “sweeping the track clean during tests for Luca … ??

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