Report From Italy
REPORT FROM ITALY
CARLO PERELLI
PATONS ON SALE
GIUSEPPE PATTONI, designer and builder of successful Paton GP twins, after years of thought has decided to produce a dozen of his machines in 350 and 500 versions during 1968. Assembly now is well under way.
The 1968 Patons are much improved over earlier models. Engine internals, including crankshaft and all gears, from the timing to gearbox, have been heavily reinforced. Bore of the larger model has been taken from 72 mm to 73 mm, so with the stroke remaining at 57 mm, piston displacement has been increased to 476.9 cc. Still, the iron-rich, heat resistant austenitic liners in the light alloy cylinders allow no less than three rebores before scrapping, much to the benefit of privateers who always are happy to save money. Most noticeable modification, which also makes for cleaner engine line, is the dohc mechanism fully enclosed in the heads. Helical valve springs are used instead of the exposed hairpin type previously employed. Four valve heads also will be built.
The frame now is stronger, with a longer swinging arm to lengthen wheelbase for improved road holding in fast bends. Total weight is 287 lb. Those interested may write to Giuseppe Pattoni, Garage Pianta, via Matilde Serao 3, Milan, Italy.
MINI CRAZE
Folding mini-scooters are gaining popularity in Italy, not so much for practical reasons claimed by manufacturers, but just for fun.
Of course, comfort and riding quality of these little machines aren't first class, and special attention must be paid particularly during braking and cornering. In fact, footrests are very near the ground while braking, especially if the rider is a bit overerçthusiastic, and tend to throw the rider over the handlebars!
Two recent fine examples of Italian folding mini-scooters, which can be put in the trunks of even the most utilitarian cars (such as the Fiat 600), are the Rosella and the Mini-Marcellino.
The Rosella is built at Segrate, in the outskirts of Milan, by a subsidiary of the big Innocenti concern, producer of Lambretta scooters. At first the Rosella was powered by a 50-cc Innocenti scooter engine, but later was equipped with the much simpler F. B. Minarelli two-stroke single speed, automatic clutch powerplant, also of 50 cc. The single tube frame, hinged in the middle, also is the fuel tank. Once folded, the Rosella's dimensions are reduced from 47.2 in. in length by 22.1 in. in width by 33.1 in. in height to 27.6 by 30.3 by 14.6 in. There are drum brakes on both wheels, with 2.50-8 tires and a telescopic front fork. Weight is 72.6 lb. Starting is by kick pedal.
The Mini-Marcellino, which comes complete with bag from the Officine Meccaniche De Carli, Tassinari of San Pietro, in Vincoli near Ravenna, follows another technical scheme. In fact, the only folding part of the M-M is the handlebar. Saddle and tube can be extracted and stored separately. Dimensions can be reduced from 35.4 by 33.5 by 31.5 in. to 35.4 by 19.7 by 11.0 in., which is very small indeed, as is the total weight of only 57.4 lb. The frame is rigid, as is the front fork. The wheels carry 3.50-5 tires and disc brakes. The engine is a 50-cc two-stroke singlespeed engine with automatic clutch, but is fan cooled, and is fitted with recoil rope starter. The Mini-Marcellino is produced by F. Morini. Both the Rosella and the Mini-Marcellino offer a reasonable riding position, a top speed of about 24.9 mph, and a very light fuel consumption of 71 mpg.
FLASHES
Tarquinio Provini is preparing a model of the 360-cc Greeves Challenger. It is his first scrambles model. More will come later. Production of the "civil" version of the sohc Gilera 500-cc Twin, introduced at the 1967 Milan Show, started in February. Aermacchi is reported to have changed the bore and stroke dimensions of its 350cc racing machine from 74 by 80 cc to oversquare. Output is above 40 bhp.
FROM LAVERDA
Announced at the 1967 Milan Show, and now being delivered, the Laverda Regolarita Corsa (Competition Trial) is a truly businesslike machine. This motorcycle is (Continued on page 96) very carefully built in batches of 30 units. These are sold with various rear sprockets, and a silencer for street use, instead of the noisy competition trumpet.
One of the most expert Italian trialists,
1966 national champion Luigi Gorini, spent last season riding and improving the bike and next season he will be backed, with the same target, by another excellent rider,
1967 national champion Edoardo Dossena. Unusual features of this new Laverda are
the sturdy, double upper cradle tubular frame, with the engine unit hanging under it, and the horizontal light alloy cylinder which provides better cooling, which is particularly needed in the rough. The center of gravity is much lower. Mudguards and easily detachable 2.25-gal. fuel tank are fabricated of robust fiberglass. Ceriani competition suspension, adjustable at the rear, and 2.75-19 front and 3.50-18 rear tires are fitted. Weight is 205 lb.
DESMO DUCATI
The pushrod, 56-cc by 50-cc bore and stroke engine delivers 12 bhp at 9000 rpm to the rear wheel through a well-spaced, smooth four-speed gearbox. (A five-speed unit will be available soon.) Fed by a 22mm carburetor, the 10.7:1 compression ratio engine pulls vigorously from low rpm. The crankshaft carries a flywheel alternator, at the right, while the breaker points are found on the opposite side, actuated by the camshaft end. The primary drive gears, the oil pump drive and the multiplate clutch also are on the left.
Another quality of this machine is ease of handling. Thus even a beginner can tackle with confidence off-the-road obstacles. Another feature which instills a feeling of security is the braking effect of the four-stroke engine during the steepest of downhill runs. Top speed is a shade over 62 mph.
Latest addition to the sohc Ducati roadster range is the 350-cc Mark 3. The machine was introduced at the 1967 London and Milan Shows, and deliveries now are starting. It is a sporty roadster with a 76mm by 75-mm bore and stroke for a 340.2cc piston displacement which delivers 35.2 bhp at the rear wheel at 7500 rpm. For easier starting of the 10.0:1 compression powerplant, a compression release has been fitted. The release is under the clutch lever.
The five-speed gearbox is of the racing type. First gear is a bit long, so some clutch slipping is needed for quick getaways, but the other close ratios make for very brisk acceleration, along with a weight of only 283 lb.
Top speed is 93 mph. The manufacturers can supply a racing megaphone, as already is done for the sporty 250 model. A gain of 12.4 mph is claimed for this exhaust system, but of course it is not possible to use it normally in town or even on the open road!
The frame has been strengthened and modified, as compared with other Ducati sohc models, especially at the rear. The added stiffness is a bonus for better road holding. The saddle is very comfortable, even for the passenger. The racing style tank has two quick action filler caps. Tires are 2.75-18 front and 3.00-18 rear.
Even more interesting news from Ducati is the announcement that the firm will sell 250and 350-cc desmodromic roadsters as well as separate desmodromic heads, which can be easily fitted to every existing sohc 250and 350-cc Ducati.
The desmodromic mechanism, which provides positive control for both opening and closing of valves, was first introduced by Ducati on the successful GP racing lightweights about 10 years ago. It was then fitted to the 250and 350-cc sohc racing models which put up fine shows in last year's Italian Senior Championship. Main advantages are less mechanical resistance to valve opening, absolutely no valve float, use of larger valves, and longer duration. Greater torque and more power are the result.
This appears to be the first time that everyday motorcyclists have been offered desmo roadsters, a technical delight not even normally available in the car field.
The factory has not released other details (bhp or rpm), but because deliveries of the first desmo in Italy are very near, the information, perhaps with a desmo test, will be available soon.
