Difference between revisions of "Garelli Mosquito"
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| − | The'' 'Garelli Mosquito''' was | + | The'' 'Garelli Mosquito''' was an auxiliary [[engine]] that was applied to a common [[bicycle]] to transform it into an [[bike with pedal assisted | motor vehicle]] and was the most disclosed this type throughout [[Europe]]. |
Iniziati to produce in the first [[postwar]] from [[motorcycle home | home]] [[Milan | Milan]] [[Garelli]] and designed by engineer Carlo Alberto Gilardi, distinguished for their compactness that made it easy installation at the bottom of the cycle without going to interfere with the position of [[pedal | pedals]]. For the considerable request also became necessary to open a branch for the manufacture in [[France]]. | Iniziati to produce in the first [[postwar]] from [[motorcycle home | home]] [[Milan | Milan]] [[Garelli]] and designed by engineer Carlo Alberto Gilardi, distinguished for their compactness that made it easy installation at the bottom of the cycle without going to interfere with the position of [[pedal | pedals]]. For the considerable request also became necessary to open a branch for the manufacture in [[France]]. | ||
| − | The Garelli between [[1946]] and [[the 1970 | 70 years]] produced the following models: | + | The Garelli between [[1946]] and [[the 1970|70 years]] produced the following models: |
| − | * The 38-A of 1946 was the first of the series. It was a [[two-stroke cycle]], [[(mechanical) | transmission]] roller and [[engine capacity]] of 38.5 [[cubic centimeters | cc]] equipped with a [[ | + | |
| + | * The 38-A of 1946 was the first of the series. It was a [[two-stroke cycle]], [[(mechanical) | transmission]] roller and [[engine capacity]] of 38.5 [[cubic centimeters|cc]] equipped with a [[carburetor]], Usually Dell'Orto, capable of delivering power to 0.8 hp and a total weight of about 4 [[kilogram|kg]]. [[Fuel]] was provided by a mixture of [[oil]]/[[gas]] at 6/7% rate in the tank for 2 liters and consumption was about 70 kilometers per liter. This model, in [[1952]] France, was shown for its solid making of the vehicle by a continuous of use testing for 55 days and 55 nights average of 30 km/h, after which Garelli announced that already circulating 400,000 Mosquito identical to that of the record. | ||
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* The 38-B of [[1953]] was an evolution of that first, while maintaining the same initials, had the engine capacity increased to 48 cc. | * The 38-B of [[1953]] was an evolution of that first, while maintaining the same initials, had the engine capacity increased to 48 cc. | ||
| − | * The "Centrimatic" which decreed the success final of Mosquito was presented in [[1955]] and had a fundamental change: the adoption of a [[automatic | automatic transmission]] [[patent | patented]] that further simplifying commands and succeeded to reach the bicycle amended the 45km/ha laden. | + | |
| + | * The "Centrimatic" which decreed the success final of Mosquito was presented in [[1955]] and had a fundamental change: the adoption of a [[automatic|automatic transmission]] [[patent|patented]] that further simplifying commands and succeeded to reach the bicycle amended the 45km/ha laden. | ||
| + | |||
In the next two decades there were other small changes in the original model until you reach the last versions that were characteristic of having the lowest in [[carburetor]]. | In the next two decades there were other small changes in the original model until you reach the last versions that were characteristic of having the lowest in [[carburetor]]. | ||
Revision as of 12:11, 24 June 2009
The 'Garelli Mosquito' was an auxiliary engine that was applied to a common bicycle to transform it into an motor vehicle and was the most disclosed this type throughout Europe.
Iniziati to produce in the first postwar from home Milan Garelli and designed by engineer Carlo Alberto Gilardi, distinguished for their compactness that made it easy installation at the bottom of the cycle without going to interfere with the position of pedals. For the considerable request also became necessary to open a branch for the manufacture in France.
The Garelli between 1946 and 70 years produced the following models:
- The 38-A of 1946 was the first of the series. It was a two-stroke cycle, transmission roller and engine capacity of 38.5 cc equipped with a carburetor, Usually Dell'Orto, capable of delivering power to 0.8 hp and a total weight of about 4 kg. Fuel was provided by a mixture of oil/gas at 6/7% rate in the tank for 2 liters and consumption was about 70 kilometers per liter. This model, in 1952 France, was shown for its solid making of the vehicle by a continuous of use testing for 55 days and 55 nights average of 30 km/h, after which Garelli announced that already circulating 400,000 Mosquito identical to that of the record.
- The 38-B of 1953 was an evolution of that first, while maintaining the same initials, had the engine capacity increased to 48 cc.
- The "Centrimatic" which decreed the success final of Mosquito was presented in 1955 and had a fundamental change: the adoption of a automatic transmission patented that further simplifying commands and succeeded to reach the bicycle amended the 45km/ha laden.
In the next two decades there were other small changes in the original model until you reach the last versions that were characteristic of having the lowest in carburetor.
The Mosquito was half purely utilitarian and affordable for almost every budget that was sold in box assembly. It was only to fix the engine with a clamp and two cockerels under the pedals, with the only hassle of having to abandon the carrier of his bike in order to accommodate in its place the tank, fuel. A roller is supported then the tyre bicycle to send the motion.
Regarding the commands needed to apply the accelerator on the handlebar composed of a small lever similar to that of changing bicycles, push forward to accelerate and decelerate for release, the alzavalvole and finally "raganella", a horn mechanic who did not need any power supply.
The auxiliary engine could be switched off and allow the march as a bicycle "simple", but it was not easy management during stops, when it was practically mandatory shutdown propeller and the subsequent restart.
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