Cagiva Mito I  Naked




Make Model

Cagiva Mito I Naked




Two stroke, single cylinder, electric variable power read valve


125.6 cc / 7.6 cu-in
Bore x Stroke 56 x 50.6 mm
Compression Ratio 13.0:1


28mm  Dell'Orto flat slide carburetor


Starting Kick

Max Power

33.5 hp / 23 kW @ 10500 rpm 

Max Torque

19 Nm / 14 lb-ft @ 9000 rpm


7 Speed
Final Drive Chain

Front Suspension

USD Telescopic forks

Rear Suspension

Swinging arm single shock

Front Brakes

Single 320mm disc 4 piston caliper

Rear Brakes

Single 230mm disc 1 piston caliper

Front Tyre


Rear Tyre


Dry Weight

117 kg / 258 lbs
Wet weight 125 kg / 275.5 lbs

Fuel Capacity

12.8  Litres / 3.38 US gal

Braking 60 - 0 / 100 - 0

13.1 m / 37.0 m

Standing ¼ Mile  

14.0 sec / 148.9 km/h

Top Speed

164.2 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 Castiglioni "

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 today.

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 calibrated differently.

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.


Road Test

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.

Head butt

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 white lines.

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 250...D

Source Bike Magazine