Difference between revisions of "CNA"
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[[Image:Gilera 4.jpg|right|thumb|The Gilera 500 4C, the latest evolution "Rondine"]] | [[Image:Gilera 4.jpg|right|thumb|The Gilera 500 4C, the latest evolution "Rondine"]] | ||
| − | The '''CNA Rondine''', also known as '''Gilera 500 4C''' is | + | The '''CNA Rondine''', also known as '''Gilera 500 4C''' is an [[Italian]] [[motorcycle]] manufacturer. Unlike the traditional trend for national technological companies, which ranks in the north most of the motor industry, this story began and developed in [[Rome]]. |
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| − | Unlike the traditional national | ||
Revision as of 07:40, 27 March 2009
The CNA Rondine, also known as Gilera 500 4C is an Italian motorcycle manufacturer. Unlike the traditional trend for national technological companies, which ranks in the north most of the motor industry, this story began and developed in Rome.
History
The beginnings
In 1923, Carlo Gianini and Peter hesitation were two couples engineers graduates living in the capital, in that turbulent period that followed the march on Rome and preceded the Matteotti crime.
The two engineers, a small shop in the center of Rome near the Diocletian Baths, designed a sophisticated 4-cylinder engine frontemarcia but had to suspend their work because they did not have the capital necessary to carry out the Prototype of the 'Propeller'.
Thanks to some friendships the university had the opportunity to submit their ideas to the count John Bonmartini, a wealthy Roman nobility of character, which became famous for having participated in the march on Rome and accompany them from a small plane made by the NAC (National Aeronautics Company), which he founded.
Wanting to get in good light nell'Italia "enthusiastic and daring" of the time, Bonmartini decided to finance the project and, in 1926, called the GBR (acronym Gianini Bonmartini) that in less than two years brought out the first version of the engine: half liter air-cooled, which developed the bench strength, and remarkable for its time, a 28HP at 6,000rpm.
Given the good results in 1927, the three decided to form the OPRA (Officine Precision Automotive Romana). The intention of the founders, OPRA was to develop the engine and offer it to Case a European car manufacture for the construction license. The new engine was equipped with a cooling system and power went up to 32 hp at 6500 rpm.
However, the 'Propeller' was not successful and, to some differences with Bonmartini, hesitation decided to escape from society. The activities of the OPRA Spa was stopped, to be liquidated at the end of 1929. The company ended up being absorbed by the CNA, in confluì also Gianini, which were entrusted with the direction of the department design aircraft engines.
CNA
Gianini also distinguished himself in aircraft, designing and building for the lightweight CNA Propellent "C7" for air touring, an engine adaptable to various aircraft that developed 180 hp power. The Propellent, mounted on a "Fiat AS.1" airplane was awarded the world record height for air touring, by Renato Donati reaching 8334 meters on December 10 1932, at the Littorio airport in Rome.
The opportunity to take in hand the projects, "Rondine" appeared two years later, when it was established theGrand Prix motorcycle Tripoliby Italo Balbo, now governor of the Tripolitania and Cyrenaica, after leaving the chair of Minister dell'Aeronautica.
At the time he was minister, Balbo had clashed several times with Bonmartini as managing director of CNA. Among them a strong political antagonism was born and Bonmartini had the idea of sending two motorcycles to Tripoli to win the 1935 GP.
The desire for redemption of Count Bonmartini and Gianini, although with different motivations, made possible the realization, in just eight months, a new motorcycle, which was created on the basis dell'OPRA, but further developed, and regardless of costs. The evolution of GP was provided with volumetric compressor, distribution with double-camshaft, imbiellaggio benches and rolling, pipes of cylinders nitrides, exchange preselettore with a 4-speed transmission and chassis sheet printed. The power for these years, is impressive: 87 hp at 9000 rpm.
La Rondine
The fruit of the work will be baptized with the name of 'Rondine'", in memory of the plane that had overflown the march on Rome.
Two "Rondine," entrusted to Taruffi and Rossetti, are then deployed to the GP of Tripoli of 1935. Despite the official presence of large houses such as Guzzi and Norton, the "Rondine" won the first and second place under the eyes of amazed that Italo Balbo, rather than be forced to reward his rival, left the stage indispettito authorities.
Given the success Bonmartini gave the "Rondine" its policy levied, even placing themselves in person at the head in an attempt to beat the world record for speed on the km and remedying launched a ruinous fall On Firenze-Mare.
The record was then conquered by the Taruffi November 19 1935, covering the distance of a thousand meters in 14 seconds and 72 cents the average of 244,316 km / h.
But it was the singing of the swan. The fight between Bonmartini and Balbo turned in favor of the latter, marking the end of the noble Roman politics. The CNA is nationalized and the "Rondine" was sold to Caproni that fast motorcycling experience, Taruffi commissioned to find a buyer.
Taruffi offered it to the Gnome et Rhône, the Moto Guzzi and finally to the Gilera, with no comforting answers.
=== The Gilera 500 === 4C
After the rejection of the first, was the Gilera to win the six motorcycle built and parcel of the drawings with an offer that said small, but that was immediately accepted by Caproni, eager to get rid of that "dry twig."
The further development of Rondine was immediately implemented, thanks to the care of that obstacle, meanwhile, was up in Gilera.
The "Rondine", now 'Gilera 500 4C' won numerous international competitions in the years preceding the Second World War, in addition to the world record speed of 274,181km/h, once established by Taruffi in 1937 on the highway Milan-Bergamo.
After the war, the resumption of international competitions, the Gilera 4C left the bike to beat, nor the opposition saw the possibility of achieving this. It was probably why, at the instance of the "winners" British sports authorities forbade the use of the compressor. The Gilera 4C, proscritta in international competitions, was put into retirement at the end of 40s.
External links
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