Moto Rumi
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Moto Rumi
Cagiva Models include:
1979 350 SST 2T Single
1986 Paris Dakar 860 V-Twin
1989 Frecia 125 C12R
1990 Super City 125
1991-2001 Mito EV 125
1991 T4 E Military 350cc Rotax OHC
MRX 250 1981
Motocross was an important market for the factory with their first model was released in 1980 - which was heavily based on the HD (Aermacchi) MX250. ~ PA.
WMX 250 1983-1984
Actually 190cc in capacity. The 125cc version placed 2nd in the 1984 World MX Championship. ~ PA.
WMX Enduro 500 1984-1986
The WMX 500 entered production in 1984 was made in both motocross (4 speed) and enduro (5 speed) versions. On the 1986 model, the Marzocchi front suspension was very advanced for the time with the M1M forks featuring compression damping in one leg and rebound in the other. Rear suspension was Ohlins. ~ PA.
1984 500GP C9
500 GPC9
Cagiva started its 500cc Grand Prix efforts in 1980 with the 1C2, powered by a Yamaha TZ500 motor. It wasn't until the following year that a completely in-house design (the 2C2) took to the track, still with Virginio Ferrari as the rider - but results remained less than spectacular. For the 1982 season the newly developed 3C2 featured square alloy frame tubes and a square four engine similar to the Suzuki's RG. Jon Ekerold scored the team's first point at Hockenheim. 1983 was a lost year as developments such as using the engine as a load-bearing part of the frame failed. In 1984 six revamped bikes were built (C9) for team riders Marco Luchinelli & Herv[] Moineau, but despite better handling and power that did not drop off as the race went on, the best result was a 10th at Yugoslavia. ~ PA.
500GP V587 1987
With technical assistance from Yamaha, Cagiva introduced their first twin-crankshaft V4 design (the C10) in 1985. However rather than the Yamaha's crank's being geared together and rotating in opposition, the Cagiva's rotated in the same direction with drive, via gears, to the clutch. The chassis also closely resembled Yamaha's Deltabox design. 1987 also saw Francis Batta taking over team management. The V587 was the C10's replacement and debuted in May at Monza in 1987. Raymond Roche finished in 9th. Team mate Dieter de Radigu[] scored the team's best finish of the year with a 4th in Brazil. The C10's 90° angle between the cylinders was reduced to 56° for the C587. The C587 was the first Cagiva that was considered a serious 500GP contender. ~ PA.
1989 500GP C589
While the C589 was more powerful as well as lighter than the previous year's C588, the weight distribution was not as it should be. Together with the geometry compromises caused by the horizontal placement of the rear shock, this lead to an inability to put all the power to the ground. As a result the season was pretty much a write off with Mamola finishing in 17th place. ~ PA.
1990 500GP C590
For the 1990 season Cagiva fielded 3 riders, Randy Mamola, Ron Haslam & Alex Barros, with Barros faring the best in a bad season for the team, finishing 12th. The bike was not much changed from the previous year's machine but a carbon-fibre framed bike appeared at the Czech GP near the end of the season. ~ PA.
1991 500GP C591
After an extremely modest 1990 season (with riders Alex Barros, Randy Mamola & Ron Haslam finishing in 12th, 14th & 15th positions), Cagiva dropped the 70 degree V4 design for an 80 degree, twin-crankshaft V4 arrangement, fitted into a chassis with modified steering geometry and a revised engine position. They also recruited Eddie Lawson to join Alex Barros. Lawson subsequently finished 6th in the '91 championship, including two podium places. Barros finished in 13th despite only contesting 5 of the 15 rounds. 169hp at 12,000rpm. ~ PA.
1992 500GP C592
Giacomo Agostini took over the running of the Cagiva GP team for the start of the '92 season. The team also swapped to Dunlop tyres - which played a major part in their first victory, when Eddie Lawson won the Hungarian GP (starting on cut slicks). The C592 was not a lot changed from the C591 apart from the introduction of a "big bang" firing order for the 80 degree V-4 motor. Titanium expansion chambers were fitted together with carbon-fibre silencers for a useful weight reduction. Both alloy and carbon-fibre swingarms were used during the season. Lawson finished the year in 9th place, while team mate Alex Barros finished in 13th. ~ PA.
1993 500GP C593
The 1993 version of Cagiva's 500 GP bike saw the 80 degree V4 (with two counter-rotating crankshafts & big-bang firing order) carry over from the previous year. The major change was the replacement of Showa suspension with Ohlins units, front and rear. Riders for 1993 were Mat Mladin and Doug Chandler, with John Kocinski added for the final four races. Chandler finished 3rd in the first race of the year (Australia) and in 10th overall in the Championship. Kocinski scored two 4th and won the US GP to complete the season in 11th. Mladin (very much the junior in the team) finished in 13th with a best result a 6th in the final race of the season (Jarama). Dry weight 130kg. 180hp at 12,700rpm. Top speed 310kph. ~ PA.
1994 500GP C594
The C594 was the final version of the Cagiva 500cc GP bike. John Kocinski won the opening round in Australia and had six other podium positions to finish 3rd in the championship for the '94 season. The chassis was fitted with the aluminium swingarm used for the bulk of the season (a carbon fibre unit was used towards the end). Compared to the C593 it had a more sophisticated engine management system (3 maps) and while slightly down on power it was a far more manageable package. 177hp at 12,500rpm (rear wheel). Dry weight 130kg. ~ PA.
1988 125 Freccia C10R
With styling obviously inspired by his earlier Paso design, Massimo Tamburini developed the 125cc C9 Varesina for Cagiva in 1987. The Freccia (Arrow) C10R replaced it the following year with minor changes to the fairing, engine & exhaust. The C12R was introduced in 1989 and the FY in 1990 before the range was superseded by the Mito in 1991. The single cylinder 2-stroke made just over 28hp at 10,500rpm and the machine weighed 125kg. ~ PA.
1990 904 PD Elefant
Edi Orioli's 1990 Paris-Daker winning Lucky Explorer Elefant. One of three bikes entered by Cagiva that year (the events 1984-95 were contested), these bikes were designed, built and campaigned by Team Azzalin, with Roberto Azzalin the Team Manager. Entered in the Prototype class (of which 1990 was the last year) these bikes were the equivalent of rally GP machines. The engines were supplied by the Ducati race department and in 1990 were 904cc and featured, amongst other things, magnesium engine covers and a dry sump with the bottom of the crankcases removed and a hand built oil tank fitted in place of the starter motor. Wheelbase 1560mm. Seat height 1000mm. Dry weight 180kg. Total fuel capacity 59lt. Top speed 180kph. ~ PA.
1994 906 Elefant SP
One of the few customer racers sold by Cagiva (but developed by Roberto Azzalin's CH Racing) in the mid '90's. The works bikes motors were prepared by the Race Dept. at Ducati and featured special pistons & con rods, reinforced clutch & other modified parts here. Edi Orioli won the Paris-Dakar four times - twice riding Elefants, in 1990 & 1994. A specially reinforced 5 speed gearbox was fitted in place of the standard 6 speed unit. Total fuel capacity of 51lt (23lt main, 28lt rear). The wheelbase of 1640mm is 90mm longer than standard! Dry weight 189kg. Wet weight 225kg. 75hp at 7,500rpm. Max torque of 70nm at 5,500rpm. Top speed of 190kph. ~ PA.
1990 400 Dart
Cagiva took over Moto Morini in 1987 and one of their first projects was to develop a new model that utilised the basic chassis and bodywork of Cagiva's Freccia 125cc 2-stroke but with Morini's 350cc 4-stroke v-twin. The resultant 350 Morini Dart appeared in 1988. The following year saw a 400cc version which a new Bosch starter motor (placed at the front of the motor), Kokusan ignition, changed engine cases and smaller valves.
The Morini Darts were all painted white with three-tone blue contrasting graphics and a blue seat. About 900 were built, 200 being the 400cc version. From about 1990 Cagiva also offered a 'badge engineered' version of the 400.
Morini 350 models are classified by the first two digits of the frame number (K1, K2 etc); the K5 made 36hp at 8,500rpm. Dry weight 153kg. Top speed 175kph. A 6-speed gearbox was fitted. ~ PA.
2002 125 Mito
Cagiva's 125cc 2-stroke sports model, the Mito, was introduced in 1991. In 1994 the Evolution model with its Ducati 916 inspired styling was released. 34hp at 12,000rpm. Dry weight 129kg. Top speed of 160kph. ~ PA.
2003 650 V-Raptor
The Raptor series began with the 1000 in 2000, then the 650 in 2001, then the 125 in 2003. The 650 used the motor from the Suzuki SV 650 with some fuel injection modifications and lower gearing that provided better low-mid range feel. The USD forks and Brembo brakes were a step above the SV's components. The V-Raptor was introduced in 2003 with the most visible difference being the small nose cone fairing and removable seat hump. The steering head was set 15mm to the rear compared to the standard model, which together with the longer Sachs rear shock, quickened the steering. 70hp at 9,000rpm. Dry weight 180kg. Top speed 205kph. ~ PA.
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