Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
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It is slim, as you notice immediately the first time you brake hard for a turn with the sticky Pirelli Dragon Corsa tires properly warmed up these are ideally suited to the Mondiai, by the way, because of their semislick shoulders and awesome amount of grip, which allows you to brake deep into a tum and maintain corner speed with complete confidence. The Piega seems so well balanced, even if the 52-percent front-end weight bias at rest surely becomes even more accentuated with the rider in place. The sporty, but not unduly tiring, riding stance does place some weight on your wrists and arms, so helping load up the front wheel for added grip. The steering geometry has been greatly refined compared to the prototype I rode a year ago, though, with a taller rear ride height for improved suspension compliance that's immediately noticeable when you throw a leg over the bike. This has been compensated by a wider head angle for greater stability on faster turns, as well as under braking. The result is a bike that enters turns almost on autopilot. It's so sweet-steering and light-handling - though, to begin with, a couple of the bikes I was riding at Adria weren't like this: they moved around a lot under braking, wouldn't hold a line, and were both generally (Above) At a claimed 365 pounds, the Piega offers a huge weight savings over the Honda (over 50 pounds), adding to the bike's excellent handling characteristics. (Right! An optional carbon-fiber version of the bike will be available to customers. In true Italian style, the direction of the carbon-fiber weave was specified for an aesthetically pleasing appearance. The Piega is slim, as a vtwin should be, yet stili offers good wind protection for the rider. ate the Mondial's lean build. It feels more of a V-twin than a wider-faired Aprilia, but offers better rider protection in a straight line than a Ducati 996, in spite of seeming smaller and slimmer than the desmoquattro. You feel part of the Mondial, not perched atop it or reposing within relatively voluminous bodywork, even if that larger fuel tank is rather tall at the back, which prevents the rider from tucking down as low behind the screen as I'd have liked. Without any straight at Adria long enough to use even a true fifth gear on the Piega, let alone go for it in top, I reserve judgement on its aerodynamic qualities until I've had the chance to ride it at some length on an autostrada. cue I • very nervous when you squeezed hard on the benchmark Brembo brake package. Thirty minutes of suspension refinement and in-and-out testing courtesy of chief test engineer Enrico Folegnani completely cured the problem on one bike, then transferring the identical setup to its companion did the same trick. Conclusion: the Paioli forks and Ohlins rear shock are so multi-adjustable, and the Mondial chassis package so inherently well-designed, that you can quickly and easily achieve an ideal setup depending on your riding style, weight and personal preference. Just as on any son-of-Superbike, of course - but the point about the Mondial is that, unlike a Ducati or Aprilia, n e _ S • JULv31,2002 37