Report From Italy
REPORT FROM ITALY
CARLO PERELLI
Recently, out of dark and dust, came the first Guzzi motorcycle ever built. It is a machine well advanced and quite revolutionary for its time, 1919. However, this engineering gem never was put into production. The first series Guzzis appeared two years later and, though retaining many features of the prototype, the initial production Guzzis had been brought more in line with conventional thinking of the time.
The Guzzi was conceived during World War I by Carlo Guzzi, motorist and friend of fighter pilots Giovanni Ravelli and Giorgio Parodi. All three were motorcycle enthusiasts and decided that, after the war, they would found a firm to produce Guzzi’s twowheeled brainchild. Unfortunately, Ravelli died in combat, but Guzzi and Parodi survived to carry out the dream and, soon after the termination of hostilities, the pair readied their sensational prototype machine.
Unorthodox features are numerous on this advanced motorcycle. Many of these innovations were taken directly from aeronautical engineering, which had accelerated greatly during wartime. The No. 1 Guzzi features a horizontal cylinder for improved cooling, and greater stability from the reduced height and lowered center of gravity. The engine’s bore and stroke dimensions are oversquare at 88 by 82 mm, a relationship retained in many engines today for lower piston speed and greater volumetric efficiency. The four inclined valves also contribute to highly efficient breathing. The valves operate off a single overhead camshaft, driven by a shaft and bevel gears at the right of the cylinder. The positive gear type oil pump is driven off the left-hand end of the camshaft. The external flywheel, also at the left, offers good balance, and no large crankcase is required. Double magneto ignition is fitted.
When new, the machine was credited with a power output of 17 bhp, and a top speed of approximately 80 mph. These figures were nothing short of fabulous for 1919—when long stroked side valve engines reigned everywhere.
Another feature of the first Guzzi, and all others to come, is that its engine runs “backward.” This is not only to eliminate an intermediate gear between the crankshaft gear and the clutch drum to set rotation “right” once more, but to permit the crankshaft itself to throw oil toward the upper cylinder area, which is difficult to lubricate by other means.
The original Guzzi’s primary drive, clutch and hand operated three-speed gearbox are in-unit; the machine displays a large double cradle frame. These features were incorporated in later Guzzi products, the engines of which, however, were of side inlet-overhead exhaust valve configuration.
The very first Guzzi exhibits a stopping capability that, to say the least, is uncertain. No front brake is fitted; the rear unit is a rudimentary friction device of dubious efficiency. (Later models carried drum brakes.) The original’s tires are 2.50-26, front and rear.
The initial machine carries the mark “GP” for Guzzi-Parodi. Only when commercial production started, in 1921, did the now famous Moto Guzzi eagle emblem appear.
Giorgio Parodi served in World War II, and was wounded in fighter and bomber action. He was awarded no less than seven medals for skill and courage. He died of a heart attack in 1955. Carlo Guzzi died in 1965.
SENSATIONAL NEW GILERA
There are several new items being readied at Gilera. Among these are the civil version of the 500 sohc Twin introduced as a military model at the 1967 Milan Show, and the modernized version of the 300, with finer styling, sturdier frame and engine capacity increased to 350 cc. However, the most sensational new product is a rotating disc 125, not just for the model itself, but because the Arcore factory never before has built a two-stroke engine in its nearly 60 years of activity.
This beginning of policy change, which for the moment affects only the trials department, has been suggested by the obvious fact that the 98, 125 and 175 pushrod trials models, though refined, reliable and excellent for national events, no longer can match the specially conceived Czech and German twostrokes in international competition.
The Gilera prototype, with the disc on the left and the carburetor adjacent to the light alloy cylinder (to obviate the width and the breakage risk of the conventionally placed carburetors), has made a brilliant debut with the works rider Fausto Vergani in a tough event in the Bergamo area. The 125 Gilera easily won its class. It is reported the engine, housed for the moment in a specially modified crankcase of the four-stroke trials model, develops 16 bhp with good pulling qualities. This appears to be a function of the length of the inlet duct, which is much longer than on conventional rotating disc two-strokes. This power is over 4 bhp higher than achieved with four-stroke trials models. It seems that going two-stroke pays fine dividends!
AGO AGAIN!
The third round of the fabulous Agostini vs. Hailwood match was contested on the Riccione seaside circuit. And the Italian recorded yet another neat success, riding, as usual, his threecylinder MV. After the dramatic Monza event, won by Ago after Mike crashed on Lap 3, and the Mallory Park meeting, where the English star took his revenge, Mike appeared not so willing to have a third go. However, with the offer of top money from the organizers, with the new offer from Benelli to ride the firm’s Four, and last but not least, with the anxiety to win again, Hailwood couldn’t resist.
So, he returned to Italy to again experience troubles with Benelli brakes, which already had betrayed him at Monza. In fact, after leading Ago for two laps in the main event, anxiously awaited by a record crowd of 40,000, he then was forced to slow down. This permitted Ago to win unchallenged, and Hailwood saw himself overtaken also by Renzo Pasolini on the 350 Benelli Four. The event also was open to 350 bikes, and it was very interesting to see that, for over half the distance, Bruno Spaggiari on the desmodromic 350 Ducati held 4th position, only to be overtaken by Angelo Bergamonti (Paton) and Alberto Pagani (Linto).
The other two classes were more hotly fought. In the 125, three riders of three fast machines of three different makes monopolized the crowd’s interest. Bill Ivy (Yamaha), Stuart Graham (Suzuki) and Ralph Bryans (Honda) engaged in a monumental scrap which lasted for three quarters of the distance. Bryans then was forced to retire with timing gear and valve trouble, while Ivy managed to open a safety gap on Graham.
The brothers Villa, with their new 125 (CW, Nov. ’68) had a fine outing. Francesco even led for one lap after a dashing start! Unfortunately, ignition troubles slowed him down toward the finish, but Walter managed a fine 3rd place.
The leaders’ battle in the 250 class included such names as Phil Read, Ivy, Pasolini and Bryans, riding respectively two Yamaha Fours, the Benelli Four and the Honda Six, a display of fine riders and machinery not seen even in this year’s world championship!
Doing miracles on his inferior mount, Pasolini managed to stay in the select company for half the race, but then was unable to remain with his rivals, who widened the gap. And then Bryans was forced to call it a day as his Honda stopped, with its engine making terrifying noises.
So Read and Ivy, left alone, calmed the race a bit, and then it was Read who crossed the finishing line in 1st position. Ivy—winner of the 125—was content to take 2nd berth.
Worthy of note is that 4th spot was conquered by Italian champion Angelo Bergamonti (H-D Aermacchi works engine in a Drixton frame) after a fine scrap with Spaggiari (desmodromic Ducati). [Ö]
