Report From Italy
REPORT FROM ITALY
CARLO PERELLI
MORE MODELS
TARQUINIO PROVINI is always expanding his model business. He makes the popular CYCLE WORLD models, and has just turned out the Norton “Manx" and the Yamaha aircooled GP twin 250 with his usual attention to detail and good finish. He lately has been investigating the MV Three and the Yamaha watercooled 250 Four, so expect these models shortly.
ITALIAN INTERNATIONALS
The next ISDT will be in Italy from Sept. 30 to Oct. 5. As hinted in the October CW, it will be centered in Bergamo, using much of the famous extra-tough Valli Bergamasche course. The Valli still is to be run in 1968 (useful experience for the longer event!), but the date has been advanced by about three weeks, to June 8-9. It has been reduced from 3 to 2 days, as it now counts for the European Trial Championship, and therefore is restricted to 2 days.
Incidentally, the Italian Motorcycle Federation w'ill be very busy in 1968 because, as well as the ISDT, it will organize the FIM Rally at Perugia, an historic town in middle Italy; the long Tour of Italy for production motorcycles; and, of course, the Italian Road Racing World Championship round. There is a strong move to take the Italian GP from its traditional Monza home to Imola, where the twisting, fast new autodrome now is nearly completed.
BENELLI “EIGHT”
Benelli really is determined to launch a successful assault on the 1968 Road Racing World Championship. Last spring, the Sports Manager of the Pesaro factory revealed that a nine-cylinder engine was being planned, but this has now been superseded. Giovanni Benelli has announced that a 250-cc eight-cylinder power unit (presumably a V8) is under development. Designer Carlo Lugli has been working flatout on this exciting task, but it is expected that it will take until toward the end of the 1968 season for the engine to materialize.
STILL BIKES FOR “AGO”
There has been much said and written recently, not only in Italy, about Agostini switching to racing cars. In fact, the double 5 00 World Champion watched the Italian automobile GP at Monza from the Ferrari pits, then tried out a Ferrari at Modena. The famous chief, Signor Enzo Ferrari (who used to run a racing motorcycle team in the early ’30s), stated to the press that he would be happy to have Ago driving for him because he holds great admiration for motorcycle riders. He thinks they possess all the best qualities to become four-wheel aces — such as Nuvolari, Varzi, and. more recently. Surtees. But Agostini said frankly (and his words were
reported by all leading papers): “Driving today’s Formula I cars is suicide, mainly because of the encased driving position surrounded by petrol tanks. As far as I can, I’m going to stick to motorcycles.” This is a great relief to motorcycle racing enthusiasts everywhere!
HYDRAULIC CAMPAGNOLO
The only disc brake producer in Italy, Campagnolo, has just introduced a hydraulic unit. This probably will substitute for the not overly impressive mechanical brake used on the 600-cc MV Four. The two discs are 216 mm in diameter. With the hydraulic control (the master cylinder is on the lever bracket), Campagnolo reports a major improvement.
BIGGER “BEAT” BIKES
The extravagantly styled 50-cc Italian “beat’’ bikes (CW, Óct. ’67) now are growing larger, especially for export purposes. Fitted with either Franco Morini or F. B. Minarelli 100-, 125and even 160-cc orthodox two-stroke engines, and with footshift four-speed gearboxes, they feature such attractive items as gay painting, lots of chrome, plenty of lamps front and rear, exaggerated western style handlebars and seats, crashbars, and other decorations.
Their top speeds vary from 50 to 70 mph. Wheels are medium sized, usually from 14 to 16 in. Riding position, comfort and stability are by no means great, but more and more people find the bikes amusing just the same. A recent example of this trend is the Peripoli “America Junior,” with Franco Morini 100-cc engine.
BRAKES TOO!
Ceriani has entered a new field — racing brake production. Prototypes were satisfactorily used in 1967 by works Benelli and Aermacchi-Harley-Davidson machines. Now series production has started in a big way. Prices are lower than every other Italian racing brake, and Aermacchi has them as stock on their production racing machines. The front brake, with ample air intakes, vents in the middle of the drum and side holes on the plates, has four leading shoes. The rear brake is a twin leading shoe type. Both are electron cast with chrome molybdenum steel liners.
CONCENTRIC DELLORTO
Italian motorcycles soon will be seen with concentric type carburetors. The only Italian carburetor factory, Dellorto, has, in fact, developed a new model to be supplied in all popular sizes — from 20 to 30 mm venturi diameter. With “square,” compact body and “guillotine” type throttle, central float chamber and main jet, it doesn’t suffer from gravity forces while cornering or under acceleration and braking. Its supply to the engine is therefore always regular, with the advantage of cleaner pick up.
CERIANI HYDRO-PNEUMATICS
A big improvement in the racing suspension field is claimed by Ceriani with a newly-patented hydro-pneumatic barrel. Fitted to the yokes, in front of the steering column, it contains compressed gas and suspension oil, divided by a diaphragm, and is joined to the fork legs by small rubber tubes.
Main advantages are reported to be absence of air inside the legs, therefore absence of air-oil emulsion; no air heating,
with excessive pressure inside the leg, which results in poor suspension operation; automatic oil restoring inside the legs in event of losses through the seals; and more efficient damping. Also, separately from fork units, and at moderate price, the barrel fits all existing Ceriani GP type forks. To recharge it correctly, which is required very infrequently, the firm also delivers a gas bottle with the necessary pressure and quantity. The barrel has been successfully tested on both scrambles and road racing forks. Many probably will be seen this season.
PIAGGIO MOPED
Sensationally entering the moped field after long planning, much research, and innumerable tests, Piaggio is determined to build millions of the new Ciao model -just as they did with the Vespa. The Ciao is powered by a well-concealed 50-cc twostroke, horizontal single-cylinder engine.
It has fan cooling, rotary valve inlet on the crankshaft (as successfully employed on the Vespa) and belt final drive. There are two main versions, with and without a variable pulley automatic gear change. Both, however, have an automatic, centrifugal action clutch and 17or 19-in. wheels. Top speed is around 25 mph.
FLEXING FRAME
Sensational from another aspect is another moped just announced in Italy. Called the “Mini-Denim.” it has a “contortionist” single tube, rigid frame which (according to the builders) allows some flexing due to its peculiar shape and the type of material used. This compensates for the lack of suspension. Other unusual features are the petrol tank under the footboards with a small pump taking fuel to the carburetor, and the 44-cc two-stroke engine housed in the rear wheel with gear transmission. This one will just top 20 mph. ■
