Report Form Italy
REPORT FORM ITALY
CARLO PERELL
CYCLE ARTISANS FROM FLORENCE
Florence, city of art and history, shelters many flourishing artistic trades, ranging from goldsmiths to motorcycle builders and tuners.
The latter are well represented by the Ancillotti and Gori families who have gained a solid reputation throughout Italy, both for their hot scooters, and then for their refined dirt mounts in various capacities from 50 to 175 cc.
Both Ancillotti and Gori have long traditions in the cycle field, each selling and modifying scooters. Soon enough, their technical and sporting rivalry exploded because Ancillotti handled Lambrettas and Gori, Vespas, and no effort was spared by either side to keep ahead.
Then, in the early '60s when interest in scooters began to fade, Ancillotti and Gori looked for brighter prospects in the off-road market, which was growing fast. Again they started struggling for supremacy, much to the delight of connoisseurs and the riders. However, they didn't completely abandon their scooter development, each continuing to make speed kits for Lambrettas and Vespas. For example, Ancillotti can take the 200 Lambretta out to 250 cc, and with the power increase the top speed is 87 mph. Gori has prepared a 98-cc Vespa which has been clocked at 17.2 sec. in the standing start quarter mile.
Since the debut of the impressive 17.5-bhp five-speed Sachs 125, Ancillotti and Gori lost no time in producing lightweight scramblers, also to be offered in ISDT versions.
Both models are businesslike, featuring classically designed frames, properly reinforced in the strategic points, and Ceriani suspensions. On the trials versions it is possible to take off the rear wheel without disturbing sprocket and chain, sparing time in case of a puncture. The tire sizes are 2.75-21 front and 4.00-18 rear and weight is limited in both cases to 154 lb.
The Gori is distinguished by a single fiberglass molding comprising fuel tank, saddle support and rear fender. The Ancillotti features a teledraulic steering damper and plastic bushes on the swinging arm spindle. Both have a large steering column with tapered roller bearings.
On request, Gori can deliver the scrambles version with the engine souped up to 19.5 bhp at 9600 rpm. Prices are $675 for the Gori and $645 for the Ancillotti. Ancillotti can be contacted at via S. Monaca 8R, and Gori at via Manfredi 1, both in Florence, Italy.
PIONEER DIES
Gino Magnani, Italian motorcycling pioneer, died on January 1 1 after a life-long mission in favor of motorcycling.
Born in 1886, he was irresistibly attracted by motorcycles at the turn of the century. In 1914 he founded the magazine Motociclismo, one of the very first specialized publications in Europe.
During World War I he served as a motorcycle dispatch rider, and often reminisced of those tough times when valves and belts broke so frequently in the most dangerous spots, and roads were of present ISDT standards.
Soon after the war he again undertook editing Motociclismo, a task which he carried on until 1964, when he retired in native Stradella (northern Italy) to cultivate his small vineyard.
He was the first to convey to the Italians the importance of such events as the Isle of Man TT and the ISDT. In the '20s, he organized the first Italian TT expedition, taking to the magic isle some of the best Italian riders of that period. At this time, he also persuaded his old friend Giuseppe Güera to participate in the ISDT, and was rewarded by two Trophy wins.
In the '30s, he launched the "Winter Rose," an event which may be considered the forerunner of the "Elefantentreffen," as well as the Italian TT on the difficult Como Lake roads.
He devoted his whole life to motorcycling, to a point that after editing the most important Italian magazine for 50 years, he found himself in poverty. But he will be remembered as the man who has contributed to the fortunes of Italian motorcycling more than any other.
VOLCANIC VILLAS
It often is necessary to visit the Villa HQ in Vaciglio near Modena just to keep up with their effervescent plans and production. Unfortunately, this isn't always possible. So, on our latest visit, we found two new mounts, a 50-cc trials-scrambler and a 175-cc racer, both, as usual, extremely competitive.
The 50 is powered by an orthodox two-stroke five-speeder, developing 7.2 bhp at 9000 rpm in the trials version (fitted with an efficient muffler and offering good flexibility) and 9.5 bhp at 10,500 rpm in the scrambles version. Breathing is through a 20-mm instrument for the trials machine and a 22-mm carburetor on the scrambler.
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The 175 brings a refreshing touch to this class, very popular in Italy but until now dominated by four-stroke mounts of old origin, such as Morini and Motobi.
Many parts such as the crankcase, crankshaft, primary drive, clutch, sixspeed gearbox, frame, suspension, brakes, fuel tank, etc., come from the successful 125 and 250 road race models and so are well proven.
Other features include a flywheel magneto, 30-mm carburetor, 60 by 60 bore and stroke, light alloy cylinder with austenitic iron liner, and 18-in. wheels. Claimed power output is 26 bhp at 10,000 rpm and weight, 194 lb.
TWO MANX FOR MIURA BUILDER
Signor Lamborghini, boss of the big factories producing tractors and cars bearing his name, has just bought from Milanese rider Loro Vasco the best Norton Manx in Italy, complete with double ignition, Fontana brakes and fairing.
This is Signor Lamborghini's second Norton; a couple of years ago he bought another Manx from Kel Carruthers which he still has, perfectly restored.
He has no plans to enter the motorcycle field, but takes pleasure in owning the bikes as well as occasionally riding them on the Modena autodrome.
MOTO GUZZI PROTOTYPE
Our secret agents have spotted Moto Guzzi testers astride a five-speed prototype V7 with the powerhouse enlarged to 800 cc. It also has an alternator located in front of the crankcase, eliminating the generator which was mounted between the cylinders. Whether this machine will ever reach regular production is still a mystery, but the fact that it is being more thoroughly tested is indeed encouraging.
SPORTS NEWS
Here we are again at the eve of the racing season and the always interesting plans of the various factories begin to take form. Let's examine them briefly.
Aermacchi, besides working feverishly in the two-stroke field, is not abandoning their famous ohv Single. For example, the 350, born as a long stroke (74 by 80 mm, 37 bhp at 8200 rpm), and changed last year to oversquare (77 by 75 mm, 42 bhp at 9000 rpm), has been made even more oversquare (78.5 by 72), enabling it to reach 10,000 rpm and 43 bhp. Not bad! Moreover, the 382-cc version which appeared last year will be enlarged to 410 cc. And since the former gave 43 bhp at the rear wheel, try to guess what the new one will churn out. Veteran rider Gilberto Milani will be aided by Angelo Bergamonti, who last year rode Aermacchis on a semi-private basis so brilliantly that in the decisive round of the 250-cc championship Benelli had to field no less than three four-cylinder bikes to beat him!
Because of the new FIM formula, Benelli has put into the museum the 250 Four winner of last year's world championship. But they are now going to contest the 350 and 500 classes with much-modified Fours straddled by Pasolini and Carruthers. They also are keen on their traditional 250 class, for which a two-stroke Twin is under preparation. They have engaged famous two-stroke wizard Peter Durr, previously with Aermacchi, but it is doubtful whether the new model will be raced next season.
One of the main modifications to the new Fours is the relocation of the magneto. Previously in front of the crankcase, it prevented mounting the engine farther forward for better weight distribution. Also, the new powerhouses are 2.8 in. narrower.
The V-8 500 also is progressing but is to be used only as a lethal weapon, in case the new Four falls below expectation.
MV has solemnly promised the long awaited debut of the dohc Six, first as a 350 and later as a 500. Top Italian star Agostini stated, without denial from MV, that at Gallarate there is another weapon ready, but he refused to give details. Just wait and see!
Interest in production racing is growing, and works machines will be fielded in home events and abroad by Moto Guzzi, Laverda and Ducati, which are all busy retouching their mounts. Incidentally, Ducati has prepared a four-valve head for their works "desmo" to be ridden next season by Bruno Spaggiari.
Contrary to the usual optimistic forecast by the English press, Güera, now under Piaggio control, must sort out their troubles before taking up sporting activity which still is in Piaggio's plans but for a later date.
Finally, no less than three makes (Guazzoni, Morbidelli and Malanca) are preparing, on the experience gained with their fine 50/60-cc racers, 125-cc two-stroke Twins. All will incorporate rotating discs, six-speed gearbox and water cooling. Surely the 125 class will be hotly contested next season.
And lastly, Silvio Grassetti, after his fine showing last season with the fourcylinder Jawa, has been confirmed by the Czechoslovakian factory as their No. 1 rider.
