Report From Italy
REPORT FROM ITALY
CARLO PERELLI
TEUTONS AT THE “VALLEYS”
Free from the political troubles and unmarred by the bad weather which hampered last year’s event, the XXII “Bergamo Valleys” run was held in brilliant sunshine on June 28-29 with headquarters at Lovere for the first time. Lovere is Giacomo Agostini’s home town and is located on the shores of Lake Iseo in Northern Italy. The event is rightfully confirmed to be the queen of such ISDT-type trials, as it is quite difficult, but extremely fascinating and perfectly organized by the powerful Moto Club of Bergamo, whose wealthy executives devote 8-10 million liras to it each year.
The most difficult spot of the first day’s run was the Torcole Mountain climb, which necessitated climbing a height of some 3300 ft. in only two miles! With mud nearly everywhere (it had rained until just a few days before the event) and rocks, ruts and nearly impossible hairpins along the way, the climb was most arduous, and it had to be done twice. Luckily, the so-called “Pushing Company” members were everywhere to help the riders continue their climbs.
But the “works” riders, and even the ones in the smallest displacement class, the 50cc, showed no need for assistance. Their athletic qualities, riding skill and the superior performance of their mounts really did miracles.
At the end of the 207-mile run, with only a fraction of the distance run on decent roads, the 147 starters from nine countries had been reduced in number to 98, most of them with penalties.
Traditionally, the second day’s run was somewhat milder and was some 60 miles shorter, the most difficult section being a 6-mile-long rocky trail, ascending from a height of 2400 ft. to 6500 ft. up the Magnolini mountain. This is a must in every “Valleys” and was also used in the 1968 ISDT. This time, much to the delight of the riders, it also had to be done downhill.
At the end of the second day, 18 more had retired, but without changing the best placers in the various classes. Of the 80 survivors, 29 earned gold medals, 23 got silvers, and 28 received bronzes.
As expected, the Teutonic specialists had the best share of the wins. Out of eight classes, they won five: Willamowski (MZ 400), Schmieder (Zundapp 175), Miller (Puch 125), Brandi (Zundapp 75) and Brinkmann (Zundapp 50).
Their bikes are indeed at the forefront of ISDT-type trials development. The seven-speed Zundapps, which also won the manufacturer’s team award, develop 9.5 bhp (50cc), 12.5 bhp (7 5cc), 15 bhp (lOOcc), 18.5 bhp (125cc) and 24 bhp (175cc), and the newly introduced East German Simpson, with a disc-valve, 16.5-bhp 100-cc engine, boasts a nine-speed gearbox! To top it all, the new 400 MZ, which is “only” a five-speeder, churns out 38 bhp and reaches a speed of 95 mph.
Second best to the Germans were the Czechoslovakians with their more refined Jawas. They won the 350 with old hand Cespiva and the 250 with Mrazek, who also made the best overall performance in the six special tests and was judged the absolute winner. The beautiful Jawas, with dual ignition and a compression release, are now built in four versions: 175cc (21 bhp), 250cc (28 bhp), 350cc (33 bhp) and 400 (37 bhp), all very light and fast. For example, the largest tops 90 mph and weighs only 275 lb.
The Italians, who have been fading from the limelight due to disinterest from their industry, enjoyed one win which came in the 100 class. Veteran Fausto Vergani was the best of this group riding a five-speed rotating disc 13.5 bhp Güera, ridden for the first time at an international level. And they just missed the 125 class because Signorelli, who was leading brilliantly until a few miles from the end on the new Morini, split an exhaust pipe and let some cold air into the cylinder, causing a valve to crack. Oldrati’s Morini was 2nd in the 125 class, however, ahead of two works Zundapps.
(Continued on page 95)
continued
The works Greeves, Ossa, Bultaco and Montesa, all 250cc, were taken into battle by such experts as Fritz Selling, Mick Andrews, Gordon Farley and Oriol Puig Bulto, but showed that they must become more refined to withstand the punishment of ISDT-type trials with success.
The new 125 and 175 KTMs, from the Austrian firm producing the Penton, although promising, suffered some teething troubles from both cycle components and the six-speed Sachs engine.
Counting as the fourth and next-tolast round of the European Championship, the “Valleys” definitely settled the leading positions, which are as follows: over 350cc class, Williamowski (MZ 400); 350cc, Masita (Jawa); 250cc, Mrazek (Jawa); 175cc, Schmieder (Zundapp); 12 5cc, Witthoft (Zundapp); lOOcc, Specht (Zundapp); 75cc, Brandi (Zundapp) and 50cc, Brinkmann (Zundapp).
BIG LAVERDA IMPROVED
Acknowledged as one of the best sports big guns from Italy, the 750 Laverda has just finished a careful and successful refinement and will be known from now on as the “SF.” The price will remain unchanged.
The improvement efforts have been directed mainly toward the frame geometry and the braking departments, both of which have aroused criticism in the past. The frame has been lowered almost 2 in., which means the engine and center of gravity have been lowered to improve stability and handling, while both brakes (230mm) are of an entirely new type and are designed by Dott. Francesco Laverda, founder and boss of the factory. The front is a twin-cam unit and has been granted a patent in that the cooling air, entering through a large intake on the right, doesn’t blow directly on the shoes as usual, but on a drum encasing them, thus cooling them as well as keeping sand, dust and water away from them. The rear anchor is a single-cam unit and the hub can be quickly separated from the sprocket (as on ISDT-type trials machines), making dismantling of the rear wheel much easier.
The efficiency of the brakes and the improved stability have been particularly appreciated and brilliantly tested at the recent Oss 24 Hour Marathon in Holland, where, in a strong contest for strictly production machines, Laverdas filled the first three places.
Also important are the sturdier swinging arm and spindle side plates, the more comfortable saddle design, the repositioning of the foot pegs and pedal controls and the tucking-in of the exhaust pipes. [Q]
