Report From Italy
REPORT FROM ITALY
"VALLI BERGAMASCHE" THE TOUGHEST OF THE TOUGH ONES
CARLO PERELLI
TO CELEBRATE its 20th anniversary, this year’s “Valli Bergamasche” had been made even tougher than in the past, and to further exhaust the 125 riders and ma-chines from nine countries there was a heat wave!
With the knowledge that the “Bergamo Valleys” is the most difficult European trial, and, although the ISDT is longer, it’s easier, one has a faint idea of how bad this latest edition was.
The course had been shortened from 500 to 395 miles, divided into five “etappes” spread over three days (June 30, July 1 and 2). But, only the asphalt sections had been eliminated — to avoid accidents with the normal traffic — while the off-the-roads sections had been heavily “reinforced.” Moreover, there were two scrambles, one at mid-race and the other at the finish, to gain bonus points as in the ISDT special tests.
Under these conditions, the medium cubic capacity machines had a slight advantage, like last year, since they were still able to go on because of their greater power where the little ones had to be pushed. But they also had their share of punishment. Last year’s “ex aequo” winners had been the East Germans, Uhlig and Salevsky, both on 250 MZ, and both with 11 marks lost on scheduled time. This year again Uhlig came first, suffering 39 marks lost, while Salevsky finished third with 43 marks!
East Germany again obtained the best performance in the “Valli Bergamasche,” particularly because of the fine MZ mounts, two-strokes of 175, 250 and 300cc, with the two-fifty proving to be the best of them. They won the national team and the club contest awards. Their contingent (the strongest foreign in the event), with 22 starters and 17 finishers, also suffered from minor retirements.
Thanks to Ziindapp, which won the manufacturer’s team award, the West Germans were again brilliant, Gienger finishing second with 43 marks lost on the lOOcc model, Brandi sixth on the 50cc (a fine performance for such a small machine), Specht seventh on the 150cc and Kramer ninth on the 125cc. Best Hercules man was Brinkmann, in 15th place with the new 75cc job, followed by Augustin on a famous name returned to competition — DKW (130cc two-stroke, of course!).
The Italians, although determined to do well and with the advantage of perfect course knowledge, nevertheless hadn’t the high performance machinery of the Germans, the Czechs, etc. (their mounts being four-strokes derived from the touring models, because the Italian industry is not willing to build special machines for this type of competition); so they were mechanically handicapped. But Moscheni, on the new 175cc Gilera — overbored from the 98 and 124cc — and Gritti on the 150cc Morini (still with a four-speed gearbox while the others have at least five) both finished fourth, with 45 marks lost, very close to the leaders and deciding the supremacy for Italian riders in the final scramble, with Moscheni getting slightly more bonus points than his direct rival (117.324 against 117.196). Again Gilera and Morini proved to be by far the best Italian trials irons.
The Czechs, with their specially conceived machines, were first with Jasansky (10th overall, 61 marks lost) in the big machines class. Jasanski rode the 350cc five-speed Jawa with the typical “banana” frame similar to last year’s scrambles model. The new and very interesting Jawa 125, type “655,” used by Vorlicek, also turned in a good performance but finished 29th, with 97 marks lost, for a serious crash. The Polish riders, with their “quiet” 175cc SHL two-strokes, couldn’t nurse many ambitions, and their best rider came in 44th (on 67 finishers). The Austrians suffered mechanically the opposite of the Polish; i.e., their new 100, 125 and 175 Puch revving far too high and having no torque for such difficult going, forced them all to retire. After this experience they will improve their mounts for the ISDT, since the big Austrian factory is now again very keen on competition and has, incidentally, also prepared road racers of 125 (single) and 250 (twin), both orthodox two-strokes with the engine of the 125 very similar in appearance to the trial model, while the 250 is made out of two 125s coupled together.
A very poor showing was made by the Spanish, Swedish and English riders. The Iberians, at their first experience with the “Valli Bergamasche,” although riding the good Bultaco Matador 175s and 250s, were probably frightened by the tremendous difficulty of the course, and gave up almost immediately. The Swedes, not treasuring their 1966 experience, started again with near-scrambles-type Husqvarna 250s, and lack of power in the low and medium rev ranges soon finished them. Finally, the English, once top in this sport, came with an assortment of not-so-good machinery (their industry seems to be no longer interested in this kind of stuff) and so were also all put out within the first kilometers.
Italy has formally requested to the FIM to stage the 1968 ISDT, and if it will be granted it will be organized with headquarters at Bergano, on the traces of the “Valli Bergamasche.” Only let’s hope the course will not be so difficult; otherwise, nobody will reach the end of the event!
WARD'S 40-INCHER
Evidence that the mail order motor cycle business is looking up was seen this month in the form of a 650cc ohv twin, developed by Benelli for Montgomery Ward, under their Riverside label. The motorcycle employs some interesting fea tures for its displacement category: hori zontally split crankcases, electric starter, five-speed gearbox and geared primary drive. In keeping with the demands for performance features in this segment of the market, the Riverside is fitted with dual carburetors and a four-shoe (two leading) front brake.
Currently, the Riverside is undergoing some welcome styling changes in the direction of the lean, hungry look. At this writing, detailed specifications, price and availability date are not available. ■
