Report From Italy
REPORT FROM ITALY
CARLO PERELLI
NEW LAVERDA 750 SPORT
Laverda has taken another step in the development of its big Twin. The model was first introduced at the 1966 London Show. By the end of the following year, it was also offered in a 750-cc version, the GT. Currently, the 650 model is to be dropped in favor of a new 750 Sport version. The Breganze factory plans to race-prove this new model in the Tour of Italy, and grueling speed marathons such as the 24 Horas of Barcelona, the Production TT, and the Brands Hatch 500 Miles.
Power output was increased for the Sport from 52 bhp at 6700 rpm to 60 bhp at 7400 rpm. This was achieved by raising the compression ratio from 7.7:1 to 9.6:1 with domed pistons, using hotter cams and stronger valve springs, and 30-mm carburetors instead of the earlier 29-mm units. Its speed at 7400 rpm is about 1 18 mph, hut factory sources say the engine may be over-revved by 200 rpm with impunity. The engine is reportedly capable of pulling these extra revs in fifth gear. Top speed is thus claimed to be more than 1 20 mph.
Low and second gears have been altered to lessen the ratio gap between them, and therefore lessen the rpm drop while shifting. This modification has been carried over to the 750 GT model also. The transmission ratios are now: first, 2.619:1; second, 1.883:1; third, 1.374:1; fourth, 1.173:1; and fifth, 1:1. Because of its higher power output, the Sport is given a 40-tooth rear wheel sprocket instead the 42-tooth item found on the GT. Other important changes for the Sport are: increased fork rake for better high-speed stability, redesigned frame, stylish new fuel tank, and new Pirelli high-speed tires designed especially for Laverda. Deliveries of this machine began in March. The price in Italy is about S1 370. The GT sells for $ 160 less. Laverda representatives say that, initially, bikes will be supplied to the USA as shown in the picture, but retaining the high handlebars and air filter of the original version. As always, it will be sold under the American Eagle label. PostApril models feature a tank and dual seat designed in the U.S.
WINTER CAN'T STOP THEM
Nowhere else in Italy, maybe in the whole world, is there as much enthusiasm for off-the-road riding as there is in the Bergamo area. This pleasant situation began in the postwar years and the people's love for the sport has grown ever since. And so, every Sunday, a great
number of these sportsmen delight themselves with “Moto-Alpinism,” exploring by motorcycle the wide mountain surroundings and reaching seemingly unapproachable places.
Schoolboys on mopeds, executives on expensive foreign mounts, and workers on old irons, everyone struggling toward his goal. When finally up in the remote mountain silence, in the midst of the Alpine panorama, one must be a poet to express his feelings. Then, after lunch in some solitary mountain hut, the return is no less difficult. Some tumbles are unavoidable, but since the speed is so slow, damage is usually confined to bent footpegs and dented tanks. By evening, all the moto-alpinists have returned to their cafes, sunburned and aching, but even more enthusiastic, and plan next Sunday’s climb. The Moto Club Bergamo, founded in 1919, has by far the highest membership of any Italian club. In 1968, there were 6566 members, all either trials or moto-alpinism fans.
Most Italian trial specialists hail from Bergamo and vicinity. Giacomo Agostini, member of the Moto Bergamo Club, is an ardent off-the-road rider. He highly rates this activity to keep in form.
Bergamo enthusiasts have also found a way to have fun in the winter. They ride through snow and on the iced surface of nearby Lake Endine. To improve traction, they fit nails to the tires. To maintain balance, they practice trials techniques. Again, tumbles frequently occur but with little damage. What’s a tumble or two compared to a full day of bike riding in the snow?
CHAMPIONSHIP MORINI TRIALER
The ultimate in Italian trial bike design is coming from Morini. After a particular ly successful 1968 season, the Bologna factory has introduced a greatly revised version of its Corsaro Regolarita (Corsair Trial). It will be available in 100-, 125-, and 1 60-cc versions and should sell for a little more than $600 in Italy. The price may seem high even to American eyes, but consider these facts: the bikes are assembled with the greatest care in the Morini racing shop under the supervision of chief technician Dante Lambertini and Italian 125 Trial champion Giovanni Collina. The machines are then individually bench-tested and run off-the-road. They are superbly finished and are competition ready as they come from the factory. Granted, the Morini pushrod engines lack the sheer power and speed that two-strokes possess, but in dirt riding bhp and top speed are not all. The 100 model (50 x 50 mm) has 9 bhp at 9800 rpm, the 125 (56 x 50 mm) gives 1 1.5 at 9800 rpm, and the 1 60 (58 x 58 mm) develops 13 bhp at 9200 rpm. The top speeds of these machines are 59, 63, and 68 mph, respectively. The engines have a vertical valve layout and a flat piston to prevent damage if over-revved. They are reputed to be quite flexible, particularly the 125 and 160. It is important to note that the quoted bhp figures are measured at the rear wheel. The machines have excellent damping with breathers for the fork’s hydraulic plungers on top of each leg. The motorcycle also has a double cradle frame and an excellent five-speed gearbox. The saddle is a trifle high (32 in.) for some smaller riders. One valuable feature of the Corsaro is that the rear wheel can be removed while the brake, sprocket, and chain remain in their original positions, attached to the swinging arm. This saves much time and anger.
A few final technical facts: The
flywheel magneto on the right side produces current for the lighting and ignition, while the contact breakers are actuated on the other side by the camshaft. In this way, the points work in a cooler place at half engine speed and deliver a spark once every two revs instead of each time around. The camshaft also drives the oil pump by means of a worm drive. Carburetors are by Dellorto with a 20-mm device for the 100 model, and 22-mm units for the 1 25 and 1 60. Overall length is 79 in., wheelbase is 50.28 in. and ground clearance is 9.75 in. The bikes weigh about 220 lb. with only slight variations with displacement. The tires are 2.50-19 front and 3.50-18 rear for all models.
REJUVENATED FALCONE
In the past few years, several new machines have been developed for the Italian road police. None of them have been accepted to date, so the police are still circulating on their 500-cc Moto Guzzi Falcones. The bikes look a bit outdated but are still useful because of their sturdiness, flexibility, and simplicity. Moreover, as there are still many who appreciate the qualities of the single-cylinder mount, the Falcone is still available on request to private customers at a price of about $670 in Italy.
Noticing that the Italian authorities are so affectionate to the single cylinder, Moto Guzzi has developed a new model based on the Falcone. After intensive testing it has received government approval and first deliveries are expected by the summer. A civilian version may appear at the 1969 Milan Show.
Of the Falcone, the new mount retains the engine layout and the oversquare bore and stroke dimensions (88 x 82 mm). The new model has wet sump lubrication (instead of dry), coil ignition (instead of the magneto), electric starting and 18-in. wheels. In brief, although retaining good technical features of the Falcone, the bike is completely new. In fact, there are no interchangeable parts. In the “quiet” police version, the engine produces 28 bhp, five more than the Falcone, but in designing it Lino Tonti made provisions to extract 1 0 more bhp. Appealing, isn’t it?
SCRAMBLER FROM MV
With the American market in mind, MV has introduced a scrambler version of its 250-cc ohv Twin. The new model has reverse cone exhausts, rubber gaiters at the front fork, a slimmer fuel tank, and a bash plate to protect the oil sump. Bore and stroke dimensions for the light alloy engine are 53 x 56 and the compression ratio is 10:1. The engine delivers 19 bhp to the rear wheel at 7800 rpm. Bower is transmitted by a five-speed gearbox and primary drive is through gears instead of a chain. A battery and coil system takes care of ignition chores while two 22-mm Deilortos mix tfie fuel. The scrambler retains the powerful double-cam front brake, the 308-lb. weight, and the 18-in. wheels of the street model. Top speed is slightly over 80 mph compared to the road version’s 90 mph. No price lias been announced yet for the Scrambler, though it should be in the neighborhood of the touring machine’s $516 Italian price tag.
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ITALIAN RACING PROGRAMS
With the Japanese factories having lost interest in GP racing after nearly a decade of sensational results, the only factories competing officially next season will he Italian, headed by MV.
The firm from Gallarate is silent as always about its plans. It is understood, however, that Giacomo Agostini will again campaign for the marque in the 500 and 350 classes. The two-time world champion has indicated that he would like to have some race car experience after the motorcycle season ends. Although no new M Vs seem to be needed to repeat last year’s performance, a reliable source says that Count Domenico Agusta has prepared and tested a six-cylinder model. This is not a refurbished version of the late John Hartle’s mount, but a completely new design.
Benelli also will appear on the race scene in just the 250 and 350 classes with its Fours and Renzo Pasolini riding. The 250-cc V-8 project is being continued and should be ready for testing late in the season. The rotary valve 250 Twin also is being developed in accordance with the new FTM formula. Phil Read is likely to get a 350 about mid-season; he seems anxious to sweep the board at the TT and Benelli would not be displeased with a Junior trophy!
The third Italian factory officially competing is Aermacchi/Harley-Davidson. Veteran Gilberto Milani and the dashing Australian Ken Carruthers will get full factory support. The fastest pushrods in the world have had a bit more squeezed out of them. The over-thecounter models now offer 33 bhp at 1 0,400 rpm from the 250, and 38 bhp at 8500 rpm from the 350. The factory mounts now have 36 bhp at 1 1,000 rpm (250) and 41 bhp at 9000 rpm (350). While the factory and production 250s share the same bore and stroke dimensions (72 x 61 mm), the 350 works racers have been changed to 77 x 75 mm from the 74 x 80 mm still used on production models. I his allows the factory bikes to rev higher and realize power greater than the best Manx Nortons and 7R AJSs. Also interesting from Aermacchi Il-D is the 382-cc model. It was first used last year by Milani and now is supplied to selected privateers to compete in the 500 class. This model delivers 43 bhp to the rear wheel at 8300 rpm.
Ducati also will be active in racing with greater emphasis than last year. Bruno Spaggiari will ride the 250 (36 bhp), the 350 (45 bhp), and the 450 (50 bhp) desmodromic Single. The latter should have its four-valve head by mid-season.
The biggest news in this field comes from the Brothers Villa. Beside their 50and 1 25-cc racers, they have developed a 250 Four. It is basically a pair of their disc valve 125 Twins geared together at the cranks. There already are plans to bore this air-cooled engine to 350 cc. The valiant brothers from Modena plan to enter their assorted machines in Italian and foreign races as well as some classic events.
Also, the recently described Linto 500 will appear with factory riders Alberto Pagani and Jack Findlay in Italian and championship events.
Giuseppe Pattoni has similar plans for his works riders, Angelo Bergamonti and Billie Nelson. The Paton machines have improved frames for this year, and the engines are soon to get eight-valve heads. The dohc Patons, like the pushrod Lintos, are on sale, but will cost about $1000 more than the Lintos, which sell for $3250 in Italy. It will be very interesting to see these beautiful Italian Twins against the Weslake machine! Also, don’t forget the Cardani Three which appeared last season. After careful nursing from designer-builder Daniele Fontana (of racing brakes fame) and frequent track testing by Jack Findlay (who helped build the bike as well), its debut should take place later this year. The best of luck to this exceptional enterprise which ought to bring more spice to the 500 class.
And lastly, this remarkable piece of news. Silvio Grasseti, the well-known ex-Benelli, Bianchi, Morini, and MV rider, has arranged to purchase from Honda a 250 Six and 350 Six. Tie also will have the valuable aid of a Honda mechanic. We can only hope that Silvio gets those fabulous bikes without complications.
