Report From Italy
REPORT FROM ITALY
CARLO PERELLI
SPORT NEWS
Italian factory support of motorcycle competition is not as fabulous as Japanese works effort. However, Italian racing entries are always interesting.
As the 1968 season opening approaches, Aermacchi-HD is noteworthy for its fast and reliable pushrod over-the-counter 250 and 350 models. Power of the works mounts has been pushed up to 35 and 42 bhp at the wheel, 3 and 5 bhp greater output, respectively, for the 1968 over-the-counter units. To achieve an output higher than the one reached by the AJS 7R and the Norton Manx at their evolutionary peak, bore and stroke dimensions of the 350 have been changed from 74 x 80 mm to still unspecified oversquare dimensions, with a 1500 rpm gain. The 250 has been considerably lightened, tipping the scale at 211 lb., about 33 lb. less than the “normal” models, and fitted with a more streamlined enclosure.
Most interesting is that a 250 with considerably modified engine, delivering 2 bhp more power, may appear at mid-season.
The 125 two-stroke also has been improved. It now features a new, more racy double cradle frame, new head and cylinder, and a five-speed gearbox. Power should be well over 20 bhp at the wheel, very high for an orthodox two-stroke derived from a roadster. Replicas of this racing model should be on sale at mid-season. This will be the only competitive 125 machine available to privateers other than the Bultaco TSS. In the meantime, an off the road version of this 125 is under preparation.
The only Aermacchi-HD works rider for 1968 will be “Old Elbow” Gilberto Milani. He will participate in the Italian and world championships, plus the most important international events, riding 250 and 350 mounts. Alberto Pagani, who last year brilliantly teamed up with Milani, has been dismissed. Aermacchi-HD states that one works rider is sufficient to test bikes under racing conditions. Pagani is very likely to be appointed works rider for the 125, which last year he took to a promising debut.
BENELLI V-8
The Benelli 250 V-8 is not a rumor. It will make its debut at the Italian GP, toward the close of the season. In the meantime, Silvio Grassetti and Renzo Pasolini, the two colorful works riders, will use improved 250, 350 and 500 Fours
DESMO DUCATIS
Works 250 and 350 Ducati desmodromic Singles have been considerably improved. Ducati rider Bruno Spaggiari already has taken them to a brilliant seasonal debut at Alicante in Spain. Power now is 36 bhp for the 250 and 46 bhp for the 350, fed by mammoth carburetors of 36and 42-mm choke diameter, respectively. Clutches are of the dry type; gearboxes carry five speeds. The rocker arms, which operate under stress in the desmodromic system and last year gave some troubles, have been reinforced.
Unfortunately there are no over-the-counter Ducati racing machines available, but the Bologna factory says that starting next April it will be possible to buy Mark III D 250 and 350 roadsters with desmodromic heads and transform them into competition mounts. Ducati says there is sufficient power in these engines to challenge the other privateers.
ROTARY MONDIAL
Mondial has just completed drawings for a 250 four-cyUnder two-stroke with rotating disc valves, but as the firm’s racing plans, like those of nearly every other Italian factory, must be arranged on a shoestring budget, much time will elapse before this appealing design will materialize. At any rate, this confirms the tremendous enthusiasm of Count Giuseppe Boselli.
Not as sensational, but already a reality is another new project. Rider-technician Francesco Villa is giving the finishing touches to a 125-cc rotary valve Twin with water cooling, and an eight-speed gearbox. Villa himself and his brother, Walter, will ride both in Italy and abroad. The brothers Villa-who are working for Spanish Montesa, too-also have improved the fast 125 Single and 250 Twin two-stroke GP Montesas. Particularly interesting modifications to the 250 are a more energetic oil pump, a sturdier crankshaft, and an eight-speed gearbox, supplemented by a “start only” gear, which can be disengaged after use by means of a small lever on the handlebar. This powerful machine will be ridden in Italian and foreign events by Walter Villa.
MORINI 250
Morini again will field its remarkable 250 Single in Italian meetings, with rider Angelo Bergamonti. Participation also is planned in the most important classes of Italian Trial Championship (100, 125 and 175), where the usual clash with Gilera will ensue. This year a third contender, represented by Laverda, will appear in the 125 class.
MV AND AGO
Though it is extremely difficult to learn details of MV plans, it is certain that something new is under development. Racing chief Arturo Magni says, “Now it is up to Count Agusta to choose the number of cylinders; then we can prepare the crankcase in a few days. We have the internals!”
Giacomo Agostini, who already has done many practice sessions at Monza and Modena, will ride the Threes, 350 and 500 cc, in the first part of the season. The new weapon in all probability will not be discovered until really necessary, but the development program will continue unaltered though Honda has announced it will quit racing.
THREE PRIVATEERS
The programs of three enthusiastic and capable privateers, Fontana, Pattoni and Tonti, bear watching through ’68. The “Cardani” 500, as Fontana’s Three is called, is nearly ready. With dohc, four valves per cylinder, seven-speed gearbox and a tubular frame of rather unorthodox design, it is a highly interesting piece of machinery. Jack Findlay, who is assisting Fontana in the preparation of the bike, will take it to the early Italian meetings. If all goes well, the machine will participate in the world championship events.
The 350 and 500 Paton dohc Twins have been much improved, and are now on sale. Italian Paton works rider is Angelo Bergamonti. The Hannah-sponsored foreign rider will be Englishman Billie Nelson, now that Fred Stevens is in semi-retirement. The Aermacchi-based Linto 500 Twin also has been thoroughly revised and lightened. Power now is claimed to be 65 bhp, and weight 287 lb. Riders for Italian and foreign events will be Alberto Pagani and Giuseppe Mandolini.
DRIXL JOINS BARONI
Swiss Othmar Drixl, former Aermacchi-HD rider, who last year teamed with the Rickmans of Metisse fame to build a racing frame, now has expanded his activity.
During 1967, his frames were powered by Aermacchi-HD engines of 250 and 350 cc, and were used with a good measure of success by John Hartle, Kelvin Carruthers and Rudi Thalhammer.
Now, working with Italian racing suspension specialist Egidio Baroni, Drixl has introduced a much improved version of his frame for Aermacchi-HD engines. And, Drixl is building other types of racing frames for almost every available engine-including the much talked about, not yet seen British Weslake 500 Twin.
The accompanying photograph shows a frame which was developed for a 250-cc Honda Twin. An identical frame could accommodate a 500-cc Triumph Twin, Drixl reports,
These frames, called Drixton, are carefully built and welded with the best material available in Italy (equivalent to the English Reynolds tubes and Castolin 16 welding compound). They feature maximum stiffness, well studied weight distribution, square-section, extremely sturdy rear swinging arms and very low profile. The frame in the photograph is only 24.62 in. high at the steering head and 19.95 in. at the saddle.
Drixton frames are available complete with Baroni suspensions, Fontana brakes, Borrani light alloy rims, Dunlop tires, Smith tachometer, fiberglass mudguards, saddle, tank and fairing made by one of the English specialists, clip-on handlebars and pedal controls made by Drixl. The builder is so confident of his products that he is arranging free test rides on the Monza track under the “if not satisfied, money back” scheme!
The name Baroni, as a racing suspension producer, certainly sounds new to U.S. readers. Baroni is not new to the game, however. In fact, in the early 1950s, he built forks and shock absorbers for Ducati, Morini, Bianchi, Parilia, and so forth. His equipment was used with racing mounts, as well as roadster and trial bikes. He was the first in Italy to specialize in this field. Owing to an Italian industry crisis in the early 1960s, he was forced into other activity. However, his enthusiasm for motorcycle racing has caused him to return to his first activity, with only first class production for competition machinery. (Baroni raced Benelli and Moto Guzzi before and after World War II, and more recently built a scrambler with a modified Fiat 500 Twin engine.)
Baroni, in his well equipped shop, with the finest materials, and with infinite care in casting, machine operations and assembly, is producing three types of forks for scramblers and GP machines, in small batches. The forks are for 50to 100-cc, for 125to 250-cc, and over 250-cc machines. Their weights, respectively, are 9.5, 11.4, and 12.7 lb. Travel of these lightweight, sturdy forks is 5.1 in., but Baroni will supply longer travel forks on request.
Rear shock absorbers, also built with precision, are available in two versions, scrambler and GP. All offer four load settings and a travel of 2.7 in.-longer if desired.
Those interested in Drixton or Baroni equipment may obtain information by writing to Othmar Drixl or Egidio Baroni, via Buonarroti 40, Quartiere Zingone, Trezzano sul Navigalo, Milan,Italy.
