Report From Italy
REPORT FROM ITALY
CARLO PERELLI
EUROPEAN SEASON OPENS
One week after Daytona, the European racing season began with the traditional Modena meeting and for once, the weather was beautiful.
Italian Champion Gilberto Parlotti won the 50 and 125 at record speeds on the beautiful Morbidelli “strokers.” His only opposition in the 125 came from newcomer Adriano Cocchi aboard a Yamaha Twin.
In the early stages of the 250, World Champion Phil Read, on his specialframed Yamaha, was violently attacked by Silvio Grassetti (MZ). Their duel kept the crowd on tiptoes until the 7th lap, when the Italian ace had to stop to change a plug. He tried to restart but the trouble was still there, forcing his retirement.
Thrilling racing was provided anyway by Italian newcomers Cocchi and Lega, who hotly scrapped with Jarno Saarinen for 2nd place. All, of course, were Yamaha mounted. In the closing stages the “Flying Finn” had to let Cocchi go. Cocchi closed on Read, getting a deserved 2nd place plus the record lap.
In the 350, Alberto Pagani rode the new double OHC four-cylinder MV credited with 67 bhp at 14,500 rpm, while Giacomo Agostini preferred the well-proven three-cylinder model, now churning out 65 bhp at 13,700 rpm (the figure for the 500 is now 85). Unfortunately a cramp developed in Pagani’s right wrist (broken in a racing accident three years ago), so he couldn’t finish higher. Still, he and the MV people were very pleased with the machine. With Ago invincible at record speeds, a tremendous battle for 2nd place developed between Walter Villa (Yamaha) and Jarno Saarinen (Yamaha six-speed). In the last corner before the finishing straight Saarinen dared too much and tumbled, but remounted to maintain 3rd place.
The most unlucky guy at Modena, though, was Pasolini. Riding a new Aermacchi in the 250, he retired after a few laps while tailing Read-Grassetti. In the 350-where he was close to Agostini after having set second fastest time in training-he suffered the same destiny. Both times the electronic ignition failed.
In the 500, Alberto Pagani, resisting the aching which caused him to start slowly, climbed up to 2nd position to finish behind Agostini. Both had the three-cylinder model because the new four is still under development. The six, on the contrary, has been definitely scrapped from MV programs after brief appearances in Italy. The reason —high weight.
For 3rd place there was a furious fight between Gallina (Paton) and Giuliano (Ducati). In the “last corner” Giuliano dared too much and slid down but remounted and finished 4th. His Ducati Twin, now with 70 bhp at 12,500 rpm, has twin discs at the front, electronic ignition, new Dellorto carburetors and some parts in titanium. Soon it will be raced with injection. The second works Ducati fielded at Modena had selector troubles which forced rider Spaggiari to retire.
Read, riding for the first time on a Suzuki with Seeley frame, retired in the second lap, while Italian champion Mandracci, also on a special framed Suzuki, suffered fuel starvation and had to call it a day.
RESULTS
50cc: 1. Parlotti (Morbidelli) 2. Jeva (Malanca) 3. Larcher (Guazzoni) 4. Ribuffo (Tecnomoto) 5. Spinello (Tomos) 125cc: 1. Parlotti (Morbidelli) 2.
Cocchi (Yamaha) 3. Lazzarini (Lazzarini) 4. Tondo (Aermacchi) 5. Walter Villa (Villa)
250cc: 1. Read (Yamaha) 2. Cocchi (Suzuki) 3. Saarinen (Yamaha) 4. Lega (id.) 5. Mandrae (Yamaha)
350cc: 1. Agostini (MV) 2. Walter Villa (Yamaha) 3. Saarinen (Yamaha) 4. Pagani (MV) 5. Grassetti (MZ)
500cc: 1. Agostini (MV) 2. Pagani (MV) 3. Galina (Paton) 4. Giuliano (Ducati) 5. Simmonds (Kawasaki)
IT HAD TO HAPPEN
The Italian racing season will not enjoy the traditional series of spring meetings this year. Italian authorities have, in fact, practically prohibited town-circuit racing.
After Bergamonti’s tragic accident at Riccione last year (much publicized by press, TV, etc.), authorities are, in fact, now requiring strict safety rules from race organizers for the public and the riders, which cannot be met unless blocks are demolished, trees cut, etc.
To be frank, authorities are not on the wrong side regarding safety, but they surely were at fault in announcing their decisions so late. In fact, the Rimini organizers got the shocking news only 48 hours before their international events, so they suffered considerable loss.
The Italian spring meetings held mainly in the Adriatic seaside resorts like Riccione, Cervia, Cesenatico, etc., started in the late fifties and soon attracted all the best stars—not so much for the features of their courses but for the big money offered by the organizers. Memorable are the battles fought there by Provini, Agostini, Hailwood, Read and Pasolini.
An epic era for the Italian sport has finished. Plans have now been laid to build a couple of autodromes in those regions, but this will take time, even if Agostini is ready to finance one in an effort to have at least one racing ground available soon.
THE BEAUTIFUL JADA
A 500 racer with 73 bhp and a weight of only 268 lb. ready to go is a fine result for a private venture. This has been achieved by racing brake king Daniele Fontana and veteran racer Jack Findlay after a full winter’s hard work in Daniele’s well-equipped workshop, outside Milan.
To shine among privateers, all with about equal-powered mounts, Jack and Daniele rightly aimed at lightness, limited frontal area, excellent road-holding at high speed, relatively simple and sturdy engine with beefy torque and reasonable consumption.
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Their intelligent efforts produced the “JADA” (from the initials of their names) which debuted in the Americanstyle Imola “200 Miles” after promising tests at Monza and Modena.
The most interesting part of the JADA is indeed the frame. It is patterned after the famous Potts-Mclntyre design, which coupled to a Matchless engine, gave Jack the “best rides” of his life and a 2nd place in the 500 class of the 1 968 World Championship. It carries the powermill well in front, for maximum road-holding in fast bends (“every bike is good in slow bends,” remarks Jack), and was built by Milan specialist Belletti from chrome-moly tubes. Its weight is 13 lb. The rear swinging arm, also from chrome-moly but with square section, weighs 7 lb. The front fork comes from Ceriani, the rear shocks from Girling. The fiberglass fuel tank is large, so no stops are necessary in the 125-mile World Cham-> pionship events. The oil tank is housed in the saddle tail.
“With such limited weight, big brakes are not necessary,” says Jack, so medium-sized Fontanas are fitted at both ends. This choice also helped keep the weight down. But the search for lightness went into the minutest details: for example some parts, like the wheel spindles, are in titanium, and Seeger clips have replaced nuts.
As for the engine, the Suzuki was chosen, because the Italo-Australian duo had already built up considerable experience on it (Jack won the 1971 Ulster GP on a special, powered by the Japanese Twin). Moreover, this unit could be fairly easily “treated” to pull better from medium rpm ranges. Ignition, incidentally, is by Krober. A version with water cooling is in advanced development, because Findlay and Fontana are most keen on this system which enables the engine to be more constant and safe in long races.
The JADA is AMA-approved, because Findlay had planned to ride it at Daytona but was prevented by the sudden death of his father in Australia shortly before the event. If you are interested in an exact replica, do exult, because you can order one. Cost is $4000. The address? Via Alzaia Trento 11, Corsico (Milan).
ITALIANS AT DAYTONA
Every Italian factory interested in formula racing had one or more executives at Daytona to look around and gather important data for next year.
Ing. Fabio Taglioni, the “desmo” wizard responsible for the Ducati designs, felt sure that his 750 “L” Twins can be competitive in the 1973 event. Ing. Michele Bianchi, director of Moto Guzzi, felt the same. Massimo Laverda and his technical director, Luciano Zen, were more cautious. They feel they don’t have the right machine now but they look prepared to “underbore” their lOOOcc Three to 750cc. Ing. Bertola, MV director, and Arturo Magni, racing shop executive, also confirmed their wish to bring Gallarate machinery to Daytona next year. General impression is that the “fight” with the Japanese will be very hard, but not at all lost right at the start.
In the meantime, MV is busy preparing the most powerful Italian 750 formula machine. Debut was scheduled for the Imola “200 Miles.” The machine has been extensively tested on the private MV track and on various autodromes, including Le Castellet in France. The frame has been completely redesigned along the lines of the 350 and 500 Threes, and the engine has been amply revised, including the transmission. However, shaft drive has been conserved contrary to Ago’s liking. [Ö]
