Report From Italy
REPORT FROM ITALY
CARLO PERELLI
RIMINI
An overly prudent decision by authorities closed the aged, dilapidated Modena Autodrome, where traditionally the Italian motorcycle season has opened. Thus it was that the 1968 Italian competitive year was initiated at Rimini.
The very best of international riders-and a crowd of 50,000 spectators—were attracted to this famous Adriatic seaside resort city. The setting for the race was the 2.05-mile Rimini circuit; the weather was splendid.
Fastest in practice, Ralph Bryans was slowest at the start of the 125 race, but after five laps, the five-cylinder Honda pilot was in the lead-and continued on to victory. Suzuki riders Hans-Georg Anscheidt and Stuart Graham, on Suzuki Twins, attempted to offer Byrans some competition-without success. The pair circulated in close formation, with Anscheidt spurting ahead in the final few feet to snatch 2nd place from his teammate.
In 4th and 5th places were the Villa brothers, Walter and Franco, respectively, on their Mondial Singles.
A technically interesting scrap developed between Ginger Molloy on his works Bultaco, Angelo Nieto on a factory prepared air-cooled Derbi Single, and Derek Woodman on a works MZ. The latter just managed to beat Nieto on the line, while Molloy dropped back with ignition troubles in the closing stages of the race.
In the 250 race, Renzo Pasolini, on a new chassis for the 16-valve Benelli Four, beat Angelo Bergamonti on the fabulous Morini Single, now fitted with a new 4-valve head. Pasolini’s feat was not accomplished without great effort, however, as Paso required a great number of laps to catch Bergamonti, and many more to leave him behind—and not far behind at that.
A furious and lengthy contest for 3rd place developed between Silvio Grassetti on the No. 2 works Benelli, and Walter Villa on the improved Montesa Twin. On and on they battled-until both retired, almost simul taneously, with major mechanical difficulties.
Another hot fight, from start to finish, was joined by Gilberto Milani on the super lightat 209 lb.-works Aermacchi-H-D, and Bruno Spaggiari on the Ducati desmodromic Single. J1115L~.
Mike Hailwood never was in doubt as winner of the 350 event. On his privately entered 297-cc Honda Six, Hailwood rocketed into the lead from the start, to complete the race almost 30 sec. ahead of Giacomo Agostini on the 1967 MV Three.
The crowd had anticipated a battle royal between Ago and Pasolini for 2nd place, but after only a few thrilling laps, the Benelli rider was struck by valve train difficulties and was forced to retire. Equally unlucky was Paso lini's teammate, Grassetti, who, handicapped by a slackened gear change lever, was forced into his pit-and into 7th place. And, another Milani/Spaggiari scrap for 3rd developed. However, this contest wasn't as close as in the previous race. The brilliant Australian Kel Carruthers, on the new Drixton-Aermacchi, came in a close 5th.
It appeared that Hailwood would repeat his 350 success in the 500 race, in which he rode his new Reynolds frame Honda Four. (Full details on the Hailwood special appear else where in this magazine.) The British superstar built a substantial lead over Agostini when Ago went straight where the course curves in a moment of overconfidence in the stopping power of his brakes. Then Hailwood crashed while accelerating out of a bend; he re mounted quickly, but Ago already had dashed past. And, in spite of another off-course maneuver by Agostini, the MV champion was able to win by nearly a minute.
Veteran John Hartle, with a display of consistent riding, maintained 3rd place throughout the event, holding his Matchless Metisse well ahead of Spaggiari on a very fast Ducati desmodromic Single, which had been overbored from a 350. On the final lap, Spaggiari encountered engine trouble, which forced him to push his machine across the finish line. He was caught and passed in the very last few yards by Paulo Campanelli on a Seeley Matchless and Kel Carruthers on a Norton.
First time out on a Paton, Englishman Billie Nelson was unable to accomplish much as his machine lost a megaphone and he was forced to retire.
The Linto 500 Twins made their debut in the hands of Alberto Pagani and Guiseppe Mandolini. The machines showed promise until halted by ignition troubles. The Lintos will be seen again.
RIMINI RESULTS
125-CC CLASS
1. RALPH BRYANS Honda 2. HANS-GEORG ANSCHEIDT Suzuki 3. STUART GRAHAM Suzuki 4. WALTER VILLA Mondial 5. FRANCO VILLA Mondial 6. DEREK WOODMAN MZ
250-CC CLASS
1. RENZOPASOLINI Benelli 2. ANGELO BERGAMONTI Morini 3. GILBERTO MILANI Aermacchi 4. BRUNO SPAGGIARI Ducati
(Continued on page 130)
5. GINGER MOLLOY.........................Bultaco 6. P. LENTINI................................Aermacchi
350-CC CLASS
1. MIKE H AI LWOOD..... ...... Honda 2. GIACOMO AGOSTINI ...........MV 3. BRUNO SPAGGIARI.. ...... Ducati 4. GILBERTO MILANI... Aermacchi 5. KEL CARRUTHERS .. Aermacchi 6. A. VINCI..................... Aermacchi
500-CC CLASS
1. GIACOMO AGOSTINI..........................MV 2. MIKE HAILWOOD..........................Honda 3. JOHN HARTLE..............................Metisse 4. PAULO CAMPANELL1................Matchless 5. KEL CARRUTHERS......................Norton 6. BRUNO SPAGGIARI.......................Ducati
AN MV V-4?
Rumors persist that the MV grand prix engine will be a 90-degree V-4, with one V bank forward, one V bank to the rear.
THE CARDANI THREE
The Cardani, a technically exciting threecylinder 500-cc grand prix machine, soon will enter international competition. The motorcycle takes its name from the first syllables of the given names of its financial backers, Carlo Savare, and its builder, Daniele Fontana, who is well known for his racing brakes.
The prototype has been completed in Milan, with the valuable aid of Australian rider Jack Findlay, who will ride the Cardani in major events in Europe.
The idea for the machine originated in 1966, but it was not until the close of the 1967 competition season that the design was given full development.
The builders chose a Three because they regard a Single as out of date, and a Twin as almost equally old-fashioned, and not much better than a Single with respect to balance. The Three, with crankshaft throws at 120 degrees, offers much better balance and the ability to reach a higher range. Three cylinders are more compact than four, and fewer components are required in the valve and drive trains. The Three, according to its sponsors, offers ease of manufacture and economy of maintenance.
The Cardani engine design goal is 75 bhp at 13,000 rpm. The powerplant has light alloy cylinders with austenitic liners inclined at 30 degrees to reduce height and improve cylinder head cooling. Bore and stroke dimensions are 62 by 55 mm for total piston displacement of 497 cc. Double overhead camshafts actuate four valves per cylinder; valve angle is 80 degrees. The Elektron crankcase is horizontally split. The crankshaft turns in four ball bearings and one roller bearing at the right. On the right side of the engine there is a large Elektron case which contains the fivegear tower for the dohc system. On the opposite side are the primary gear drive and an external dry clutch. Under the crankcase is bolted a long, finned oil sump of almost 1 gal. capacity. The gearbox case, also of Elektron, is bolted to the crankcase. Access to the seven-speed cluster is through the right-hand cover.
One of the timing gears drives an external vane type oil pump, while the left end of the intake camshaft drives the breaker points for battery and coil ignition. The three 10-mm spark plugs are centrally located in saddle roof combustion chambers. The left end of the exhaust camshaft carries the tachometer drive. Carburetion is by three 32-mm units mounted on rubber induction pipes.
The frame, fabricated by Fontana and Findlay, is a tubular double cradle which carries the engine well forward. The builders say this configuration establishes weight distribution for excellent high speed handling characteristics.
The front fork is a mixture of Rickman, Ceriani and Norton parts. The rear shock absorbers are the usual-for-GP adjustable Girlings. Wheels, of course fitted with Fontana brakes, are shod with 3.00-18 front and 3.25-18 rear tires.
