Tornado Warning

TORNADO WARNING

ROUNDUP

HOT ON THE HEELS OF MV Agusta's recent revival comes evidence of yet another new motorcycle bearing the name of a once-famous Italian marque. Long-dormant Benelli has resurfaced with an all-new, three-cylinder, 900cc sportbike named after the 1970s Tornado 650 Twin.

Established by the Benelli family in Pesaro in the 1920s, Moto Benelli became automotive magnate Alejandro De Tomaso’s first acquisition in the field of motorcycling in the early ’70s. Backed by a bunch of bureaucrats that granted him unlimited financial support (out of taxpayers’ money!), DeTomaso looked to be the reincarnation of King Midas: Anything he touched would turn to gold. Trouble was, he was firmly convinced of that!

The unexpected failure of the Tornado and the ensuing sixcylinder Sei ultimately dealt Benelli a death sentence-or so it appeared until a few years ago, when local racing hero Andrea Merloni dredged up the name to adorn a line of stylish scooters. And when Merloni hired former Cagiva Grand Prix engineer Dr. Riccardo Rosa as chief of the new Benelli’s R&D department, there was little doubt that the company would not be producing scooters alone.

It didn’t take long before rumors of the Tornado 900 Tre started leaking out of Pesaro. Rosa selected the 900cc Triple over a 750cc Four or a lOOOcc Twin because Superbike regulations granted it what he perceived as a solid advantage. In terms of power potential, compactness and weight, the Benelli’s engine promises to be the most advanced Triple yet. The engine measures just 14 inches across, and should weigh-in at about 150 pounds.

Because Rosa wanted his Triple to incorporate all the high-revving potential of a Four, he specified vastly oversquare cylinder dimensions (85.3 x 52.4mm). In order to obtain a shallow pentroof profile and a consequently compact combustion chamber, each cylinder’s four valves are set at a narrow, 25-degree included angle. The compression ratio is a healthy 11.7:1 with flat-top pistons. A SAGEM engine-management system employs 55mm throttle bodies, and individual coils are set atop each sparkplug. A balance shaft cancels the primary vibration typical of an inlineTriple, while long connecting rods are entrusted to keep the secondary vibes to a minimum. A cassettestyle, six-speed transmission eases internal gear-ratio changes for racetrack use.

The engine is expected to produce 140 horsepower at 11,500 rpm in streetlegal form, and to soar to 170 bhp at nore than 13,000 rpm in racing trim. And because the cylinders were designed with room to grow, a literplus version could offer street enthusiasts a lower-revving, strongerpulling powerplant. Looking at the prototype in the photos, it must be said that the Tornado is a remarkable specimen, a highly advanced sportbike with a drive for innovation. Painted in the traditional Benelli silver/gray-green racing color scheme, it looks even leaner and meaner than the new MV Agusta F4.

Much of the bike’s leanness is attributable to the clever positioning of the radiator-not up front, in the fairing mouth, but in the rear, under the seat. From there, the hot air is extracted by a pair of fans housed in ducts smartly integrated into the tailpiece. Aside from the obvious aerodynamic benefits of this arrangement, the engine breathes only cool air scooped up by two dynamic intakes carved into the nose of the fairing.

The frame is no less innova. Like the MV, the Benelli employs both tubular and cast components. But where the F4’s frame simply bolts together, the Tornado’s sees the four tubular-steel upper spars slotted into holes in the aluminum swingarm-pivot casting, further secured by bolts and aerospace-quality glue.

The chassis measures just 54.9 inches from axle to axle, and features adjustable steering geometry that can go from 22.5 to 23.5 degrees of rake, and from 3.6 to 4.0 inches of trail. Total weight of the machine is said to be just over 400 pounds.

While prototypes are undergoing intensive dyno and racetrack testing, production is not expected to commence until 2001 at the earliest.

-Bruno De Prato