MV Agusta 350 Six
| Industry | Motorcycle manufacturing |
|---|---|
| Founded | January 1, 1945 |
| Headquarters | Varese , Italy |
| Products | Motorcycles, including racing prototypes |
Template:Infobox motorcycle The MV Agusta 350 6 cilindri (MV Agusta 350 six-cylinder) was a racing prototype motorcycle developed by the Varese-based manufacturer MV Agusta in 1957,[1] specifically designed for the FIM's Grand Prix motorcycle racing in the 350 cc category. The initiative was revived again in 1968. Neither iteration ever competed in official races.[2] The sole remaining example is preserved at the MV Agusta factory museum.[3]
Background
Following MV Agusta's championship victories in the 500, 250, and 125 cc divisions during the 1956 Grand Prix motorcycle racing season, the upcoming 1957 season promised intensified rivalry, notably in the premier 500 cc class where competitors like the Moto Guzzi V8 and the Gilera 500 four-cylinder demonstrated significant promise.[4]
Faced with a strategic choice between gradual development, as pursued by Gilera, or groundbreaking innovation akin to Moto Guzzi's approach, Count Agusta decided on a dual-path strategy. This entailed continuing to refine the successful "500 4C" while concurrently commissioning a new multi-cylinder engine capable of higher revolutions to surpass the established four-cylinder models.[4]
The concept for this project took shape during early 1956.[1] Sporting director Nello Pagani led the development effort under strict confidentiality.
The power unit featured cylinders and cylinder heads constructed from lightweight alloy and utilized separate cylinders with cast iron liners. Consistent with previous four-cylinder designs, it incorporated dual overhead camshafts operating two valves per cylinder. Fuel delivery was managed through six Dell'Orto SS26A carburettors.[5] The chassis was adapted from the "500 4C," employing a steel tube double cradle frame with removable front tubes to simplify assembly and servicing.
350 cc variant
The 350 cc model evolved naturally from the 500 cc version. While it delivered sufficient power, this advantage was offset by the additional weight. Its twin camshaft engine—where camshafts were driven by spur gears positioned between cylinders three and four—featured two valves per cylinder. The bore measured 44 mm, and the stroke was 38.25 mm. Fuel mixture was supplied by six Dell'Orto carburetors and ignited by a Lucas magneto. The motorcycle utilized a double cradle frame design, with detachable lower tubes to facilitate engine removal.
In 1957, the six-cylinder 350 cc was employed only once during practice at the 1957 Grand Prix of Nations held at Monza, ridden by Nello Pagani. After the withdrawal of Moto Guzzi, Gilera, and Mondial from racing following the conclusion of the 1957 season, the project was discontinued.
Context
Count Agusta was greatly impressed by the significant achievements of the two-stroke Yamaha twin-cylinder motorcycles[6]. By the end of the 1967 season, he recognized the need to counteract the anticipated dominance of Japanese machines in future competitions.
Rejecting two-stroke engines as inappropriate for maintaining brand prestige, he considered increasing cylinder count in four-stroke engines as a superior strategy. This led to further dividing the "350 3C" engine into more cylinders, inspired by the formidable Honda RC174 that had secured victory in the 350 class during the 1967 World Championship with Mike Hailwood at the helm.
Engineering
Building upon expertise gained from the earlier "350 six cylinder" model abandoned years prior, MV Agusta engineers swiftly developed a new prototype. It retained the six-cylinder DOHC layout and lightweight alloy construction but introduced an updated cylinder head featuring four valves per cylinder. The engine’s bore was increased to 46 mm with a stroke of 35 mm.
To address previous lubrication overheating issues, an oil radiator was incorporated for enhanced cooling. The chassis integrated top-tier components from specialist manufacturers, including Borrani rims, and Ceriani brakes and suspension systems.
The prototype featured a seven-speed transmission paired with six Dell'Orto SS16 carburetors. It weighed 149 kg dry and produced 75 bhp (approximately 56 kW) at 16,000 rpm, enabling a maximum speed near 155 mph (250 km/h).
In 1968, Mike Hailwood conducted testing of this machine at Monza.
Early in 1969, Giacomo Agostini tested the bike at Modena. He dismissed it due to its substantial weight, tuning complexities, and notably increased width. Despite its impressive power output, these factors resulted in diminished handling and cornering agility—critical attributes for Agostini’s riding technique shaped around maneuverability.
Agostini’s refusal to endorse or assist in refining the prototype presented a significant challenge for MV Agusta’s management. Unlike previous occasions where dissenting riders were promptly replaced, Agostini’s popularity across Europe and his record of six world titles with MV—including victories over Mike Hailwood on Honda machines—made dismissal unfeasible.
Unable to terminate his contract yet unwilling to abandon development, MV Agusta decided to recruit a second rider possessing strong technical insight and an aggressive racing style. Consequently, Angelo Bergamonti was enlisted both to aid in advancing the six-cylinder prototype and to partner with Agostini in World Championship events.
In 1970, a single unit of the 350 6C was assembled within MV Agusta’s workshop. Although it underwent ongoing development, it failed to achieve expected success due largely to issues previously identified by Agostini, who that year secured championships in both the 350 and 500 classes riding "tricilindriche" machines. Agostini revisited testing of this prototype again in 1971 during sessions at Modena.
Abandonment
Development efforts on the "350 6C" persisted into early 1971 but were ultimately discontinued following the initial race of the Temporada Romagnola. This event was marked by the tragic death of Bergamonti, and the decision to cease development was further influenced by new world championship regulations that restricted engines to a maximum of four cylinders.
See also
References
- ↑ 1.0 1.1 Cite error: Invalid
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- ↑ Rauch 1980, p. 160.
- ↑ 4.0 4.1 Cite error: Invalid
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Bibliography
- Colombo, Mario; Patrignani, Roberto (2000). Moto MV Agusta. Giorgio Nada Editore. ISBN 9788879111805.
- Piggott, David; Taulbut, Derek. "Grand Prix Motorcycle Engine Development, 1949 – 2008" (PDF). Retrieved 17 June 2019.
- Rauch, Siegfried (1980). Berühmte Rennmotorräder (in Deutsch) (2nd ed.). Motorbuch. ISBN 978-3879435906.
- Spahn, Christian (1986). MV Agusta : Technik und Geschichte der Rennmotorräder (in Deutsch) (Aufl ed.). SERAG-AG, Verl.-Unternehmen. ISBN 978-3908007135.
- Walker, Mick (2002). Mick Walker's Japanese Grand Prix Racing Motorcycles. Redline Books. ISBN 9780953131181.