Report From Italy
REPORT FROM ITALY
CARLO PERELLI
TOUGHEST TRIAL OF THEM ALL
Giacomo Agostini’s home town, Lovere, was again chosen as headquarters for the famous “Valli Bergamasche,” a tough European ISDT-type trial. This year, the 23rd edition counted as the fourth round of the FIM championship.
Because of traffic congestion and noise, it is no longer possible to begin this event from its classical center of Bergamo, but organizers have found an excellent substitute at Lovere. Nearly 200 competitors from eight countries entered, including a strong Russian contingent. The Soviets, although they are still far from European standards, survived better than expected, thanks to their physical strength and the flexibility of their machines.
Unfortunately, “Valli” competitors met with some bad weather, particularly on the second day, and this made the going even tougher. The most difficult sections in the trial were laid out on two mountains, one to be climbed the first day, the other to be faced in the second.
Three special tests each day decided the winners and the subsequent placings. Over half of the starters crossed the finish line and the medal distribution was 39 gold, 35 silver and 34 bronze. Honors were shared, as expected, among the Teutonic and Czechoslovakians, who are doing great things (also on the organization side) to continue their domination in this field. Italy also reached top honors this time, with Alessandro Ciritti riding a new Morini to victory in the 175 class. The Morini is one of the few four-stroke mounts competing against the always improved strokers.
Leaders at the end of the first day were Fred Willamowski (400 MZ) from Fast Germany, Kvetoslav Masita (350 Jawa) from Czechoslovakia, Werner Salevski (250 MZ) from East Germany, Walter Leitgeb ( 175 Puch) from Aüstria, Rolf Witthoft ( l 25 Zundapp) from West Germany, the surprising Italian privateer Elio Andrioletti (KTMIOO), and finally the West Germans Josef Wolfgruber and Peter Newmann on 75and 50-cc Zundapps.
These standings, however, changed slightly during the second day. Along an insidious, muddy downhill path used for a special test, Salevski, Neumann, and Leitgeb crashed spectacularly. Because of this, they had to pass their positions to P'rank Schubert (250 MZ), Andreas Brandi (50 Zundapp), and the Italian, Alessandro Gritti (175 Morini). Andrioletti was forced to retire because of a faulty ignition system, and his placing was grabbed by the Austrian Hans Wagner (works Puch). Salevski finished 2nd, Leitgeb 4th, and Neumann held 2nd in his class, in spite of a broken collarbone.
FOUR-STROKE PRESTIGE
It seems that these are not glorious days for four-stroke off-road bikes, especially in the competition field. But, if you go through European enduro result sheets, you will be made aware of the achievements of both the 125and 165-cc four-stroke Morinis. (Morini riders have earned 12 gold medals at the 1SDT in the 175 class and were 175 class winners at the “Valli.”)
Actually, Morini is the only European firm fighting to keep up fourstroke prestige in the off-road field, and many romantics are grateful to the Bologna factory, since they believe that four-strokes offer more riding pleasure, more safety in difficult going (especially downhill), more flexibility in mud and on steep paths, less carburetion problems, and so on.
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To the complete delight of these four-stroke fans, Morini has just announced new versions of their 125 and 165 Corsaro Regolaritas, redesigned along the lines of the 1970 ISDT works mounts. The vertical valve, flat top piston, pushrod powerplants now deliver 14 and 16.5 hhp respectively at the rear wheel through an efficient fivespeed gearbox. The frame has been completely redesigned. It is now lower and much cleaner in appearance. A toolkit is incorporated in the fuel tank, and fiberglass body panels accent the appearance.
The only anti-aesthetic aspect is the long, snaking exhaust pipe, fitted with a micro silencer. Unfortunately, it has no effect on the delightful but vigorous four-stroke tonality, which is little appreciated by policemen.
Suspension chores are handled by competition Marzocchi forks and shocks. Tires are 2.50-21 in front and 3.50-18 at the rear. Weight has been kept down to 220 lb. in running condition, and the wheelbase is 53 in. Top speeds are 62 mph for the 125, and 71 mph for the 175.
For competition, the works mounts have been considerably modified to increase power and reduce noise. To achieve the first target, the head has been changed, the vertical valves have been retained, but the inlet and exhaust ducts have been steeply inclined to facilitate the flowing of the gases. The piston is now in-caved, like on a diesel engine, to fully exploit the burning of the gas charge. A gain of about 2 bhp is claimed for these changes.
The second target has been reached by fitting a larger silencer, with a siamesed supplementary tube directed towards the front. During acceleration/ phonometric tests, the front exhaust hole can be closed by pressing a leg over it to further limit noise. In fact, at the recent Valli Bergamasche Trial, the trick worked perfectly and no works Morini was penalized for noise.
JOEL SUPREME IN ITALY
It is a persecution! The 250 event of the World Motocross Championship in Italy was a muddy bath because of bad weather.
Joel Robert again reigned supreme, winning both heats and recording the fastest lap on his Suzuki. The three other Suzuki riders, (Geboers, Pettersson and Yoshimura Taichi) though, met with difficulty and finished well down in the standings.
The finishing list behind the world champion was filled in order by Finnish Mikkola (Husqvarna), Swedish Palm (Husqvarna), Czechoslovakians Halm and Falta (both CZ mounted), and the Belgian Rahier (CZ). The lonely American Brad Lackey (CZ) was 24th out of 30 finishers.
New K LM and Bultaco mounts also competed but none shined, owing to teething troubles.
