Gracias Gesusg9!, ahora me ha quedado claro las impresiones que ha sacado el piloto a la hora de probarla. Yo iba a postear la traducción literal echa por uno de esos «traductores» on-line, pero la verdad no lo hice porque la traducción que hizo no la entendería ni dios.
Os Posteo mas información sobre la 4T de Mantovani.
{ Although it is not easy to test a 4 stroke trials bike on modern obstacles because this prototype is the first one and so you can only compare it with other 2 stroke bikes, our curiosity to ride the Honda 4 stroke made by Mantovani and Pensini , whose engine was already presented on this web site more than two years ago, overtakes all our doubts in possible mistakes trying quick conclusions. We chose Daniele Maurino (number 4° in Italy) as tester, asking the permission to Gasgas importer Claudio Favro, to hire him for one day. Our text was done at Villar Pellice, on the banks of a river, with some big stones and high walls, in order to stress the new bike on extreme obstacles to discredit the idea that 4 stroke machines are just good to ride for fun or in minor competitions. Present the two inventors of this project, Marco Mantovani and Angelo Pensini, plus Alessio Trucchetto ,an other rider that helped in developing the bike, and Japanese journalist Hiroshi Nishimaki. Just to remind you on what engine we are going to text, we shortly replay the explanation published last time.
The history
The project started in the summer 2000 by Angelo «Mick» Pensini and Marco Mantovani; the purpose was to build a trial four stroke engine using as much is possible of a trial two stoke engine in order to save weight, gears, clutch etc. The first engine run on test bench since autumn 2001 and was installed on the first deeply modified frame in the spring 2002 with successful performance and reliability. The second engine run since autumn 2002 and installed on the original frame in the winter 2002 with increased performances, same reliability and less space envelope. In this second engine it has been installed successfully a Keihin carburettor instead of the initial Dell’Orto and a microprocessor fully programmable JDtronic ignition system instead of the original Kokusan with further improvement of performances. The lubrication system at the present time is a dry sump with tank in the gearbox, the oil feed is made by high speed gear pump directly connected to water cooling pump. In the future the builders think that the frame will be used by engine oil tank and heat exchanger (will be very appreciated by driver in winter season but not in the summer….). The original crankshaft is modified to cope the new lubrication and balance requirements due to different connecting rod and piston. At the present time the maximum rpm limit allowable by ignition is 14000 and it will be further increased. The exhaust system is provided by Italian BIG ONE factory. The bike measured weight is 76.5 kg with 1.5 litres of petrol and full oils level.
Conclusions
So friends look at the pictures and judge by yourself if this bike was built only for fun or if it is ready to be mounted in the high level competitions. The future intention of the owners is set up a team (who is interested can find details on http://www.pensinimoto.com), find a good rider and bring him to some World rounds in the next year. Meanwhile one of the only two bikes constructed was booked by a passionate , and so it will be sold very soon. Mantovani and Pensini intend to develop also a third and a fourth engines of 300 cc and 360 cc displacement respectively. The 300 cc will save one extra cm of height and the engine configuration will be the same of the two previous brothers but with little increasing of low end torque in order to assist the low rpm spin-up. The 360 cc will be a racing oriented engine four valves S.O.H.C. and the power will be over 20 hp.
