Report From Italy
REPORT FROM ITALY
CARLO PERELLI
A NEW H-D AERMACCHI 350
Forerunner of a brilliant roadster version of the firm’s famous racing 350, the Harley-Davidson Aermacchi Blue Wing appeared successfully at the recent eight-day, 1900-mile Tour of Italy for production machines (CW, Aug. ’68). Competing in the over 250-cc class against a horde of Italian, German, English and Japanese Twins, the new model from Varese finished 2nd, 3rd, and 10th. All three machines that started finished in excellent condition.
Technical and aesthetic layout of the Blue Wing follows the well-known H-D Aermacchi tradition, with backbone type tubular frame and horizontal cylinder underneath.
Bore and stroke are 74 by 80 mm. Yet, in spite of this longish ratio, pushrods for the ohv system and a massive paper element air filter, the powerplant spins merrily up to 7500 rpm, transmitting to the rear wheel 30 bhp which-thanks to the five-speed gearbox and a weight limited to 277 lb. in running order-offer excellent acceleration and a top speed of 102 mph.
Carburetion is through a 30-mm Dellorto unit with separate Hoat chamber. The compression ratio is 9.8:1. Other engine details include battery and coil ignition, primary drive by gears and multi-plate dry clutch, as on the racing models, both on the right. Tires are 2.75-18 front and 3.00-18 rear.
SPECIALS FROM FLORENCE
Italy has its own Cheney and Rickmans, on a smaller scale of course, but still with a production worth mention. For example, there are the brothers Alberto and Piero Ancillotti of Florence-aided by their father Gualtiero, who probably is Italy’s first tuner, as in the roaring ’20s he super/tuned the fabulous 1000-cc V-twin Harley-Davidsons of the most famous Italian racers. In addition to their high performance Lambrettas, and customized items such as fiberglass tanks, mudguards, saddles, enclosures, clip-ons and controls, the Ancillottis are well known for their fine 50and 100-cc ISDT type competition mounts. Rather successful in national events, these machines are built at a rate of two or three per week in a well equipped workshop, which is augmented by a dynamometer test bench.
The Ancillotti specials are Beta-based because the Beta factory, which exports to the U.S., is in Florence, and is the only motorcycle firm in that city. Beta production includes some models which represent a good basis for performance tuning.
The 50-cc model, with radially finned head, east by the Ancillottis, delivers 6 bhp at the wheel at 9000 rpm. A 19-mm carburetor, 2.75-19 front and 3.00-17 rear tires are fitted. Weight is 130 lb. The 100-cc mount produces 10.5 bhp at 8500 rpm. The machine carries a 22-mm carburetor, and 2.75-19 front and 3.00-18 rear tires. Weight is only 143 lb.
Both models, carefully finished to the finest detail, are powered by orthodox twostroke engines with four-speed gearboxes and feature sturdy double cradle tubular frames with short wheelbases, Ceriani competition suspension and a handsome plastic tank with a transparent strip at the right to indicate fuel level.
INDIAN SPEAK MANY TONGUES
Ex-rider, agent and publisher Floyd Clymer is trying to revive the famous Indian name in many ways. In cooperation with Friedl Munch of Germany, who already is building the NSU four-cylinder-engined Mammutji for Clymer, the American businessman has introduced a modern version of the V-twin Indian Scout with electric starter, also made in Germany. Now Clymer has turned his interest toward the Italian industry. He has arranged with Leopoldo Tartarini, chief of Italjet, for that firm to build for him an electric scooter with 10-in. wheels. Called Electra, and weighing only 141 lb., including battery, the machine will run for six hours at a top speed of 25 mph. Italjet also is building for Clymer a 500-cc roadster-scrambler powered by the Velocette Thruxton engine. Both machines very soon will be sold in the U.S. under the name Indian.
Tartarini also is introducing an American styled version of his 650-cc Triumph Bonneville powered Grifón model, and is launching (on Metisse example) two types of frames conceived in cooperation with famous specialist Othmar Drixl, builder of the racing Drixton. A lightweight unit is to house engines up to 125 ce; the heavyweight frame is for large power units. Both will be sold in kit form, including tank, saddle, and mudguards, and, if required, competition suspension components.
THE ULTIMATE
The ultimate in ISDT type competition bikes recently went into production at Gilera, which has built a brilliant tradition in this field since Italy’s successes in the 1930 and 1931 Trophies with an all-Gilera team.
Called Regolarita Competizione (competition trial), the new model is produced in 125and 175-cc versions, close replicas of the works mounts which first appeared at last year’s Valli Bergamasche, where the 175 finished 4th and best Italian, and afterward performed brilliantly through the ISDT in Poland.
These new Güeras are two of the very few bikes which make the rider feel happy at the first glance, and that under fire don’t betray this first impression. They are, in fact, sturdy, reliable, pleasant and safe to drive, and functional and finished in every detaü.
True, power ratings of 11.5 bhp (125) and 14 bhp (175) are inferior to the figures gracing famous German and Czech works two-stroke mounts-which, however, are not on sale in Europe, even on a replica basis. As usual, Güera’s bhp, measured at the rear wheel, is more flexible, and can be thoroughly exploited through weü spaced five-speed gearboxes. Total weight, reduced to 220 lb., makes for a good power-to-weight ratio. AU-around performance is exceUent.
Using light aUoy cylinders with dense cast iron liners, the 125 engine peaks at 10,000 rpm, and the 175 turns to 8500 rpm. Vertical valves and the flat topped piston almost eliminate troubles associated with overrevving pushrod engines. Ignition is by a special flywheel magneto, at the right. This reduces breakage and simplifies maintenance. Air filtration is by a well concealed, yet easily reached oil moistened metallic wool device. It was found that humidity strangled the previously used paper element, which adversely affected carburetion.
Primary drive is by helical gears and light multi-plate clutch, both running in oil on the left. Lubrication is by a traditionally Italian wet sump system. The gear type pump draws from the 1.9-qt. capacity crankcase, well finned and protected from impact.
Bore and stroke of the 125 are 56 by 50 mm. The 175’s dimensions are 60 by 61 mm, respectively, for bore and stroke. Compression ratio for both is 10:1. Dellorto carburetors are used, 22-mm diameter for the 125, 24-mm diameter for the 175. Ceriani competition suspension units, the rears adjustable, are fitted, f uel tank capacity is 1.8 gal.; a tool compartment is located in the top of the tank. Fiberglass fenders are rubber mounted. Brake drums are 5.35-in. diameter at the
front, and 5.9-in. diameter at the rear. Shoe width is 1 in. at the front, 0.8 in. at the rear. Front tires are 2.75-19; rear tires are 3.50-18.
Seating position of the machines is 21 in. above ground level. The exhaust pipe is well tucked in. Ground clearance is a healthy 7.3 in. The wheelbase is 37 in. Top speeds for the 125 and 175, respectively, are 62 and 68 mph.
ANOTHER “UNFOLDING”
Another folding scooter has been introduced on the Italian market. It is manufactured by the Tecnomoto firm of Modena, which also produces a snowmobile. The new folding bike, called “Junior,” offers a normal riding position, seldom found on these mounts, and is powered by a f ranco Morini single-speed automatic clutch 50-cc twostroke engine. The Junior has a rigid frame, hinged in the middle. Both seat and handlebar can be removed, thus reducing length of 40 in., height of 32 in. and width of 18 in. to 23 in., 17 in., and 12 in., respectively. Weight is 84 lb. Tires are 2.50-9. Top speed, with the 1.5-bhp maximum power output allowed by the Italian code for 50-cc vehicles, is 25 mph.
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