Report From Italy
REPORT FROM ITALY
MV'S 250 TWIN
THOUGH IT WAS ANNOUNCED at the 1965 Milan Show — together with the fabulous 600-cc Four tested elsewhere in this issue — MV's shapely 250-cc twin only now is going into a delivery schedule.
Though the 600 Four received the lion's share of developmental attention during the past two years, the 250 was not neglected, and some important changes have been made both to the cycle components and the engine internals. -
This twin surely must be one of the most appealing Italian "middleweights." It is one of the few twin-cylinder machines in its class (the others are Laverda 200 and Gilera 300). The pushrod engine is made in light alloy with bore and stroke dimensions of 53 mm x 56 mm. The com pression ratio is 9.0:1. The manufacturer claims 18 bhp is transmitted to the rear wheel through the well-spaced five-speed gearbox.
MV testers say the bike has better ini tial acceleration than the 600-cc Four, and that it will reach almost 90 mph.
A short run on the factory test track showed roadholding and braking to be excellent. The sporty riding position is surprisingly comfortable, attributable main ly to the really accommodating seat and the adjustable Ceriani shock absorbers.
Hand and foot controls, however, could be better positioned. The nearly vibration free engine starts easily, whether hot or cold, and offers an abundance of torque. It has a central crankshaft bearing and breathes through two 22-mm carburetors. The helical primary drive gears and multi plate clutch run in an oil bath.
Engine oil is carried in a deep sump and circulated by a gear pump. All-up weight is 287 lb.
Plans are to export 250s to the U. S.
ANY "OLD IRON?"
Enthusiasm for vintage "old iron" really is exploding in Italy. A vintage meet was held for the first time during the interval at the 1967 Italian GP, and 61 widely-dif fering machines took part.
The machines ranged from the Laurin and Kiement-engined Peugeot, built in 1900, to the 1939 vintage Gilera Four. The meet included a speed test over three laps of the Monza circuit. The event was so popular that plans are already being made for next year. Foreign collectors are to be encouraged.
Shortly before the Monza meet, the Italian Motorcycle Federation started a register of owners of aged two-wheeled machinery. Now it has dozens of names and hundreds of machines listed.
Italy has been a part of world motor-
CARLO PERELLI
cycling since Figini and Lazzatti of Milan built their 25-mph single-cylinder model in 1898. Therefore, vintage machines should abound, but this actually is not the case. Italian people do not often save old machinery; most things usually are scrapped when they are out of date. Various drives for scrap metal during World War II took their toll. And, in 1944-45, all machines in Italy, still roadworthy, were confiscated by the Allied occupation forces.
Oldest motorcycle still running in Italy today is the 1900 Peugeot, owned by Crispino Moretti of Vicenza. Still in excellent condition, it has an automatic inlet valve, low voltage magneto, and direct belt drive with no clutch. The front fork clearly resembles the Earles design! Moretti says that the bike will achieve nearly 30 mph, but he does not take it this fast too often for fear that he might damage or destroy the ancient engine. No spare parts are available, so an engine blow-up could ruin the machine forever.
Many old racing mounts have been found by vintage collectors, as well as several foreign models, such as Harleys and Indians.
Incidentally,Harley-Davidsons still are imported into Italy by the same firm that took the job on soon after World War I. However, an H-D costs more than an Alfa Romeo Giulia Junior GT sports car. Thus, only a dozen or so are sold in Italy each year.
BACK TO BIKES
With steady deflation of karting in Italy, kart manufacturers are seeking other avenues for turning a profit.
Frame builders are making chassis for the 250-cc Formula IV cars, but many engine manufacturers are entering the motorcycle-scooter field.
Typical of these is Piero Cavaciuti of Piacenza. Piero is a motorcycling exchampion and builder of the BM kart engine. BM's kart engines won 1967 European and World Championships. Now, the firm has produced a 125-cc rotary valve two-stroke, intended mainly for crosscountry bikes.
Its "square" (54 mm x 54 mm) engine has a compression ratio of 13.5:1 and is rated at 17.8 bhp at 9000 rpm. The engine's torque curve is usefully flat — as it should be for a dirt bike. A frame now is being designed. The new engine is to be called the PCR 18.
FONTANA THREE PLANS
The Fontana three-cylinder 500-cc racing engine should be ready for the 1968 season. Development was halted in 1967 because of a great demand for Fontana racing brakes, but now Fontana has set up a new workshop to deal exclusively with the "Three."
Jack Findlay — ace Grand Prix racer and an outstanding technician — is working on the engine, and will ride the machine this season.
Jack recently went to England, with a
model of the compact frame unit, to have the fiberglass work carried out by a specialist. The prototype is almost complete.
RACER TESTS
Journalist/racer Roberto Patrignani has just tried out the winning machines in the 1967 Italian National Championships, the Mondial 125, the Moto Morini 250, the Benelli 350 and the Paton 500.
Roberto, famed for his Milan-Tokyo and Trans-Africa rides, has recorded his impressions for CW readers.
The Mondial is a 54 mm x 54 mm water-cooled two-stroke with rotary valve induction and horizontal single cylinder. It also features a pumped oil system, and battery and coil ignition. The engine delivers 24 bhp at the rear wheel and attains an 11,000-rpm maximum speed.
Unlike many competition two-strokes, it is surprisingly easy to drive. The eightspeed gearbox obviates need for clutch slipping. The rpm range really is wide for such an engine, with power delivery starting at 6000 rpm, and the torque peak upward of 8000 rpm.
Light, at 186 lb., and really handleable, it will top 120 mph.
Although first manufactured 10 years ago the Morini 250 still is capable of beating the "multis" in Italy. Why? Because its all-up weight is 248 lb. The vibration-free engine pulls effortlessly from 6000 to 10,500 rpm. The machine also possesses a beautiful six-speed gearbox and powerful brakes, and offers fantastic roadholding.
The only snag is that getting down onto the slim tank, which has a hollow for the rider's chin, is a little painful. This is because the riding position was tailored for the fantastic "rubber man" Tarquinio Provini, who crouched on a machine as no one else could.
The fastest Single in the world, irrespective of capacity, the Morini will attain over 140 mph! The dohc engine develops only 36 bhp, less than figures claimed for many slower machines.
The Benelli 350 Four also was developed with Provini's assistance. Therefore it also featured a somewhat cramped riding position. Roadholding was excellent and the 16-valve, four-cylinder engine has a usable, flat torque curve with power developed from 8000 up to 14,500 rpm. The engine will, in fact, run to 16,000 rpm, but at this there is a slight power drop. Top speed aided by the seven-speed gearbox, is over 150 mph.
The Paton 500 features a 180-degree crank, chosen for its freedom from vibration, and pulls smoothly from 6000 to 9600 rpm. Its 52-bhp dohc Twin engine drives through a six-speed gearbox.
Roadholding of the Paton was not good last season, so a longer wheelbase frame has been designed for 1968. Already the bike will almost reach 150 mph. Another modification for next year is an eightvalve head, for even more spectacular performances! ■
