Report From Italy
REPORT FROM ITALY
BY CARLO PERELLI
RIDING THE MVs
Test riding a thoroughbred winner of seven world championships which has been straddled only by Agostini and Hailwood is an exceptional experience, as well as a fabulous piece of luck considering Count Agusta’s jealousy about his racing mounts. Roberto Patrignani, tourer-journalist-road racer, had this opportunity recently, and I hastened to gather his impressions.
Conceived as a 350, the MV Three, after a brief appearance during the 1965 Imola Gold Cup training, made a triumphant debut a month later at the West German GP on the tough Nurburgring. “Newcomer” Agostini defeated Honda champion Jim Redman. And, after winning two other classics that season, he just missed taking the world crown from Redman. When leading the last round of the world championship in Japan, the MV’s contact breaker spring let go.
One year later, the 420-cc version appeared in Germany, this time on the treacherous Sachsenring for the East German GP. It was a debut of mixed fortune; Ago crashed at high speed while leading the last lap. But, with victories in the Finnish and Italian rounds (the bike by this time a full 500 cc), Agostini clinched the first of his seven world titles on the MV Three.
There is nothing sensational in the MV Three layout. The three-cylinder, dohc layout is not new; it was introduced in 1939 by Moto Guzzi for a supercharged 500. The bhp figures (62 for the 350 and 80 for the 500) are not particularly impressive, especially if compared with Honda’s claimed ratings for their racing big ’uns. But the Gallarate firm’s achievements have sturdy foundations. Compact dimensions, low weight, slim frontal area, good pulling power and consequent tractability, excellent road holding and powerful braking are some of the factors. In addition, the firm pays remarkable attention to detail. Carburetors, brakes, ignition and some other parts are developed and built in cooperation with specialized factories for the MV only.
And the large aeronautical section of MV readily supplies materials and technical ideas. The Count’s orders concerning racing motorcycles are executed with particular speed and care within the MV industrial empire, because they are his sole hobby. Heading the technical staff are the Count himself, Ing. Boracchi (director of the motorcycle section) and Arturo Magni (head of the racing department).
The MV Three layout obviously was chosen to limit dimensions, weight and complications. The double overhead camshaft and the contact breaker assembly are actuated by a train of gears in a light alloy case on the right, while the primary drive gears and the dry clutch are on the left. Heads and cylinders are light alloy, with austenitic liners. The 350 (55 mm by 49 mm) is more oversquare than the 500 (£0.5 mm by 57 mm); to improve breathing and torque, there are four valves per cylinder.
The 350 begins to pull at 9000 rpm and is really on fire from 11,000 to 14,000 rpm. The 500 is more flexible, coming on the cam at 6000 rpm, and giving its strongest effort from 8000 to 12,800 rpm. Top speed with the longest practical gearing is 167 mph for the 350 and 173 mph for the 500.
Crankpins are displaced at 120-degree intervals, so that minimum effort is required in FIM style push starts. This classic three-cylinder crank configuration is inherently vibration free. Lubrication is by wet sump, to lower the eg.
The only annoying thing our rider found was the strong return spring pressure on the three 27-mm carburetors (on both the 350 and 500). That’s why Ago taped a small rod on the throttle, to provide better grip. He also fitted a riveted pad on his glove palm.
Starting is simpler than usual. Spark advance is automatic. There is no choke lever and it is not necessary to tickle the float chambers. You have only to turn on the central fuel tap and the chain oiler. The MVs’ previous chain problems, incidentally, have been cured with the use of this oiler.
The controls are excellent. Gear changes require minimal effort, even without the clutch. The seven-speed gearboxes are fitted with different ratios to suit the various circuits.
Damping, road holding and riding position are impeccable. The drum brakes are powerful, yet progressive, an important safety factor. Disc brakes, which MV has tested but not yet adopted, have a great deal of refinement to go through before they will match the performance of these beauties.
NEW SHAPE FOR THE GRIFON
Leopoldo Tartarini recently introduced a refined version of his Bonneville-powered Grifón. Styling follows the American trend. Damping has been improved by the use of the new GP type Marzocchi suspension components, both front and rear. The new Gri.Me.Ca brakes, the front with double cam, which also are used on the Laverda 750 Sport, are another addition.
THE LAVERDA THREE
A sensational novelty is roaring on the Laverda test bench—an ohc threecylinder of 1000 cc! The firm plans to make the machine roadworthy in time for the Milan Show.
Enthused by the success of his 750 Twin, Massimo Laverda decided to go even deeper into the “big gun” field, and so set his design team to work flat out on the Three. Progress has been quick, and many are anxious to examine the exciting new machine. [Ö]
