Report From Italy
REPORT FROM ITALY
CARLO PERELLI
FROM THE 1931-1932 “Golden Days” when an all side valve Gilera team won the Trophy at the International Six Days Trial, the biggest Italian success in this ultra-tough event came this year when an all Moto-Guzzi expedition won the Silver Vase and was second to the Fast German MZ team in the Trophy contest. The Moto-Guzzis were 125cc ‘‘push-rod" (ohv) models and 250cc single overhead cam versions. I had the pleasure of testing one of them extensively, in the same condition in which it returned from Czechoslovakia, scene of the ISDT this year (see CW, December issue).
It is a current opinion that fotir-stroke machines of small and medium displacement are not very good for trials and scrambles use. but Moto-Guzzi has proven this wrong (98 and 125cc Güeras won the Silver Vase in 1960’s ISDI in Austria), since they amply demonstrated they had all the best qualities of the two-stroke machines (including excellent torque which is essential in this type of event), while the stLirdy construction of the entire bike made nearly impossible the failure of parts generally considered vulnerable in four-strokes, i.e.; valves, timing gears, etc.
Riding the Guzzi on any ground was sheer joy; the riding position and location of controls is perfect. Handling is excellent in both models but road holding and stability is a bit better in the bigger mount. Brakes are extremely powerful and nearly completely waterproof.
Starting the engines was no problem, in spite of the 11:1 compression ratio and the very “hard" plug (275 Bosch thermal scale), on both models. The exhaust note on both versions is deep, “round” and healthy, most delightful although a bit too high. Anyway, over-revving does not offend people here, particularly the police.
The clutches are almost indestructible and never showed a trace of slip or drag from the cold (they run in an oil bath). Gearchange level travel is very short and positive on the 250 with its five-speed gearbox; the 125 has a four-speed box. Top speed is about 95 kmph (59 mph) on the 125, and 130 kmph (81 mph) on the 250; a true trials gearbox is used on both that offers lower ratios to cope with difficulties of the trials, while top gears are rather "long" to enable qLiick going when possible, without overrevving the engine. I found suspension rather hard, hut this was due to the hammering received in the ISDT. New models surely would work better.
The most important technical data on the 125cc is; 52mm x 58mm bore and stroke. 10.5 hp @ 8,000 rpm, flywheel magneto ignition, 24mm diameter carburetor, 180mm front brakes, 150mm rear brakes, and 95 kilograms (205 pounds) weight. For the 250cc; 66mm x 68mm bore and stroke, 15 bph @ 7,500 rpm, coil ignition, separate 3 litre (3A gal) oil tank, brakes and carburetor same as on 125cc model, weight 120 kg. (264 pounds). Both machines are fitted with 19-inch front, and 18-inch rear wheels.
Two new models from the biggest scooter factories in Italy have been launched; the Vespa 50cc, and the Lambretta Special 150. In Italy 50cc machines can he used by 14 year olds, with no insurance, no license and only a very low tax. On the other hand, they can carry only the rider and cannot exceed a speed of 30 mph. Still, they are extremely popular. The new Vespa follows the lines, both mechanical and esthetic, of their bigger sisters. The 38.4mm x 43mm engine develops 1.45 hp @ 4,500 rpm, uses a twistgrip-controlled gear shift through a three-speed gearbox. It features 9 inch tires, comfortable springing and a 66 kg (145 pounds) weight. It is simplicity itself to start, has a very subdued exhaust note, and is a charming little mount for town traffic and pleasure trips.
The Lambretta Special is something quite different; it is a stylish mount with a 7.6 bhp @ 5,600 rpm engine, fourspeed gearbox, 10 inch tires and a top speed of over 90 kmph (56 mph); it w'eighs 105 kgs (231 pounds). •
