Cagiva Mito I
Cagiva Mito I
Liquid cooled, read valve, two stoke single
electric power valve
Bore x Stroke
56 x 50.6 mm
28mm Dell'Orto flat slide carburetor
33.5 hp 23 kW @ 10500 rpm
19 Nm @ 9000 rpm
7 Speed / chain
Single 320mm disc 4 piston caliper
Single 230mm disc 1 piston caliper
Dry Weight / Wet-Weight
117 kg / 125 kg
Braking 60 - 0 / 100 - 0
13.1 m / 37.0 m
14.0 sec / 148.9 km/h
Submitted May 18, 1990 in the frame of the Nations
Grand Prix in Misano Adriatico and marketed from June, the Cagiva Mito, excuse
the pun, a real myth.
1990 was a year especially rich in news and although all the houses have faired
list of the 125, thanks to the incredible commercial success with the Honda NSR
series and F-IFI,
Aprilia and Cagiva decide to go their own way in of
naked until then had exclusive jurisdiction Honda. Aprilia presents his
interpretation of the theme with the beautiful nude and classical Europe,
directly inspired by a motorcycle naked 70s, and presents the Cagiva Mito, a
125, which although initially marketed without casing is directly inspired by
Cagiva 500 grand prix. However, both bikes collect a commercial success only
fair, although for two different reasons: if Europe is a motorcycle might taste
too retro to be fully appreciated by a sixteen year old,
the Myth, however, is too much racing to be free
Hull. Definitely is rather misleading comparison with the NSR-IFI be far from
the 125 sold more than just the absence of the hull, the real key to the success
of Honda scarenata home is certainly less aggressive character and the overall
approach that combines some sportiness and ease of riding with technical
equipment of all respect, but at a price. If this was the winning formula of
Atessa, Varese could not take a much more different: the uncompromised Myth is a
thoroughbred race-inspired machines and requires experience to be taken to the
limit. If Cagiva wanted to present a motion to rival the NSR-IFI could not
choose a bike more 'unfit: Myth and the hull without' really like a fish out of
water. Fortunately, in the autumn of 1990, the house has a beautiful version
faired Varese accompanied by a kit specifically marketed to dress even the Myth
previously sold without a fairing. Wanting to quote President Claudio
The bikes are objects that make you dream. Have
different colors and sounds, have forms that reveal the inspiration of those who
have conceived. Sometimes these creations are real works of art engineering that
make the project artist. "With the introduction of Myth faired a myth was born.
A motion which has undergone a remarkable commercial success and although
subject to physiological changes and restlying, there are still in list after
eighteen years after its launch, confirming a bestseller among the sixteen
Available colors: Red and white circles, teal and aqua circles.
Price in 1990: 5,180,000 Lira (from Fall 1990 full hull kit available separately
at extra Lira 600,000)
Tags: There were no particular changes. Scarenata final version comes out the
price list in early 1991. The water was pale green livery prepared for
exhibition in Cologne in 1990 and mainly for the German market, where it
pleased. However, it was already marketed in Italy since the submission of
scarenata version in 1990.
The bike soon
Although they look very different, it would be unfair to consider the Myth and
the scarenata faired as different models. The note and full compatibility kit
hull version undressed and the total of each component comunananza cycling,
aesthetic and mechanical motion makes the same under the technical point of
view. These are therefore two sides of same coin: the other a little fit
perfectly congenial to the sporting character of the machine. Version scarenata
gets still giving the opportunity to appreciate the beautiful and novel aluminum
frame to give a fine show. Analyzing scarenata version, the front view puts
immediate emphasis on dual light and the large radiator.
The headlight and turn indicators do not fit
perfectly into the general lines of the bike, even if we look at many years
later, we note a distant resemblance to the Triumph Speed Triple. The radiator,
curved type as the motorcycle grand prix, but leans over and was particularly
unpleasant to look at especially when you are riding a bike. Very different, of
course, the front view of cabinet. The housing in two pieces and 'formed by the
beautiful dome which conceals the view of instrumentation and optical unit and
the bottom with beautiful front and side air inlets that reproduce the forms of
those taken on racing cars.
The whole structure is very well planned and easy to
fit, going to work seamlessly with the tank and side panels, and then
unfortunately precluding the sight of the beautiful frame. Well-thought-even the
unusual frame Reggi-fairing that keeps the whole well-anchored. If the version
scarenata mirrors appear to be a wig and quality 'questionable Release carinate
carinated two splendid mirrors in body color are very nice and well made.
Very nice and well done the codon which also includes side panels, which in the
case of the faired version should be integrated with the hull masterfully making
the whole single.
The tank can be raised and maintained in position with a practice rod. Are
placed under the oil tank of the mixer and the reservoir for the coolant. The
battery is placed under the rider's seat, opened by Allen, and under the
passenger seat, protected key is instead a practical oddments compartment can
accommodate a chain theft.
The CEV instrumentation production is completely different graphics and layout
than that of C12. The tachometer and water temperature are grouped in Centrally
cruscottino, on the left is the tachometer instead of space and the four lights
for neutral, low oil, high beam and turn indicators. Like the C12, when the
gearbox is in neutral, as well as its light, lights also indicates that the oil
reserve to confirm the effectiveness of the bulb. The blocks are typical of
electrical production CEV early 90's and are totally unknown compared to those
fitted on the Arrow and they look very functional and modern.
Finally, of note the beautiful aluminum pedals and footrests for the passenger,
also in aluminum. Chassis:
The twin spar frame with tubular extruded and cast aluminum is totally new
compared to the steel structure used by the previous series Arrow. The rear
swingarm appears an unusual "banana" cast aluminum and curved to the right to
allow a linear path of the exhaust pipe and the benefit of performance. The
steering is tilted and 25gradi 30'el'avancora 'of 98mm.
The front there is a 38mm Marzocchi telescopic hydraulic fork with preload
adjustable and the rear of the known system with Soft Damp Marzocchi shock
absorber adjustable in spring preload is delayed compared to the Arrow. The
Brembo brake system produced by the front has a disk served by a single 320mm
floating caliper with two parallel pistons and the back of a hard drive and
served as a 230mm dual-piston fixed caliper opposed. The alloy wheels with three
races produced by host Grimeca radial tires in sizes: 100/80x17 to 'front and
140/70x17 or 150/60x17 rear. Weight without fuel and found 'of 123 kg for
scarenata and 129 kilograms for the hull.
The Myth of the engine is closely related to the unit mounted on C12R "base" and
thus retains the same cylinder (cylinder code 60433) with the same valve CTS and
the peculiarities of the 7-speed. The few changes, mostly functional, with
respect to C12R are:
Adoption of a new exhaust system with aluminum silencer always
Adopt new filter box
Adoption of a new curved radiator larger
Case cover slightly modified in shape, size and painting.
Crown 43 teeth (instead of 41 on C12R)
The cylinder is always mounted on the 60433 C12R and even the exhaust valve and
CTS remains unchanged. The carburetor is the Dell'Orto PHBH 28 RD, although
The amendments improve the delivery of the engine now more inclined to return
even from 3000 rpm and as the possible increase of the maximum power to the
wheel now turns out to be 30.20 to 10500giri hp (29.68 hp at the 10250giri
C12R). Top speed is reported to be 163km / h and 165km for scarenata / h for the
hull. (163 km / h C12R). With regard to evidence of recovery in the 400 meters
from 50km / h Myth recorded a time of 19.961 seconds at an output rate of 95.24
km / h lower than a benefit to the result of 19.538 seconds at an output rate of
101.02 km / h detected by the C12R.
TREVOR SAT at the lights. His foot dancing on the accelerator, 2 Unlimited
blurting one of their very interesting songs at 100 watts. Bass wound up,
window wound down, fag on and looking good. Green light, foot down, go...
But something was wrong. Instead of "happenin' sounds" his ears rang with the
manic shriek of 36 wild stallions stampeding the High Street. He saw a flash of
red, but it was gone before he realised what it was, leaving only blue haze and
the taste of finest two-stroke. Trev felt sick, and had he known this was only
125 cubic centimetres, he probably would have been.
The latest Cagiva Mito looks, sounds, smells and probably tastes more like a
full blown grand prix racer than any other bike. Carbon fibre stickers may be a
slightly tacky addition to what was already a great looking machine, but with
them it makes its forebears, along with virtually every other bike on the road,
look bland. It's a bike people can't help looking at and if you like to be
noticed, this is an essential piece of hardware.
As far as equipment goes it's got the lot - from banana swing-arm (once more,
adorned with top quality imitation carbon fibre) to Marzocchi upside-down forks,
and so much rubber you'd feel at home riding in a barbed wire G-string.
I believe the Mito would have got away with a little less than a 110/70 front
and the huge 150/60 rear Sportmax, but who am I to spoil the fun? Genuine carbon
front mudguard and silencer can take the image even higher. As do the
new-for-'93 belly pan and fake air intakes, but not the mirrors. No, these are
reminiscent of sad rabbit ears usable if you stick your neck out far
enough but otherwise its all armpits. And those 'Eddie' stickers would be jet
washed away at the earliest convenience.
After ten minutes of confusion in search of the oil reservoir I was advised
to look under the petrol tank. Pull off a rubber catch, lift the hinged tank car
bonnet style and then simply gaze in awe at the wonders that lie below. An oil
reservoir that can be filled cleanly without a funnel and one of the most
accessible spark plugs in history. All nestle between the twin spar, aluminium,
pentagonal section frame which is a joy to behold. The hexentric chain adjusters
are also good: neat and tidy and the simplest I've come across.
Riding the Mito is a near sexual experience. The no compromise arse up, chin
down riding position is far more comfortable than you would imagine. True, your
wrists get loaded, especially around town, but the seat is wide and well padded,
so essential stops are probably only about every 40 miles.
The Mito pulls cleanly from six, flies from nine and redlines at 11 but party
time doesn't stop until way after 12. Sometimes even in seventh (yes, it has
seven gears) the tacho will indicate over 12,000rpm which gives a speedo reading
of llOmph. But around 9000rpm a deafening howl resonates from the exhaust.
Riding in a suburban area like this would entice a multitude of fist waving old
folk into a chorus of "when I was your age.. ..etc, etc".
The Mito is in its element on bendy A roads. You can ride carefree for hours.
Handling is good and the brakes are excellent. The single semi-floater on the
front is armed with a four pot Brembo caliper and is powerful and progressive.
Coupled with superb feedback from the front-end this is one of the best stoppers
in the business.
The back brake, on the other hand, is not. The twin caliper disc bites far
too hard and locks up easily. But this is rarely used except when loaded down by
a pillion. Generally, however, riding with a pillion is not really advisable.
Touch the brakes and your passenger head-butts you. Squeeze harder and they
lovingly push themselves into your back. Which inevitably means you slide
forwards down the seat until you meet the tank. Definitely not funny.
Solo, the only time I felt unsafe was on bumpy roads. The Mito's suspension
is so tight that the back-end kicks like a mule, while the front-end threatens
to work itself into a lock to lock tank slapper. On the one occasion I found
myself wrestling with the bars it was made worse by the brake lever
(non-adjustable) bashing the fairing every time the bars swung to left lock.
Also, be especially careful of overlay and road seams as the Mito tracks even on
Switchgear is well positioned, clocks are good and easily visible day or
night and for '93 the Mito gets a new cylinder head, barrel and piston
according to Cagiva it now puts out 36bhp rather than last year's 34bhp. The
gear selection mechanism is also improved and it will now run on unleaded. We
ran ours on leaded and the fuel return was a creditable 50mpg.
Basically, this little beast is a top performer. But just imagine a Mito
Source Bike Magazine