Report From Italy
REPORT FROM ITALY
CARLO PERELLI
NEW GILERA 500
After a year of severe testing and styling experimentation, Gilera has readied the sport touring version of the firm’s 500 Twin, introduced at the 1967 Milan Show as a police machine.
The result is a pleasant, zesty mount, which should appeal to enthusiasts everywhere, particularly those looking for compact dimensions and excellence in handling quality. To be known as “B 500 5 V” (500, Twin, five speeds), this latest product from the ancient Arcore factory has such prominent features as chain-driven sohc valve operation, electric starter, five-speed gearbox, and four-shoe front brake. The styling, though adding nothing new on the theme, shows gracious lines throughout, except for the cumbersome case on the right. This contains the chain for the electric starter. In particular, the power unit is installed in the frame without waste of space.
As for performance, there is plenty for the enthusiast. The engine delivers 35 bhp at 7500 rpm, but turns to 8500 rpm, making possible a top speed of 100 mph, with brisk acceleration and good pulling power. Premium fuel is necessary because of the 9:1 compression ratio.
Technically speaking, the engine has the cylinders lightly inclined forward to limit height and improve cooling of the heads. The heads are amply finned and feature generous air ducts. The cylinders are of light alloy with austenitic (dense iron) liners. A case in the middle contains the timing gear chain. Bore and stroke are oversquare at 71 mm and 61 mm, respectively, for improved breathing and top end performance.
At the crankshaft left end, there are the pinion for the primary drive triplex chain and the contact breaker assembly for battery and coil ignition. On the same side there also is the multi-plate clutch, running in an oil bath.
On the right, is the already mentioned chain that connects the electric starter-generator to the crankshaft pinion. However, the classic kick starter has been retained, on the right.
Carburetion is accomplished by two 24-mm Dellortos, of the new concentric type. An ample, paper element air filter is contained in the metal box under the tank and saddle, where the large battery and tools also are located.
Lubrication is provided for by a crankshaft-driven gear pump, sucking oil from a generous lower sump and forcing it to big end, camshaft, and other components.
In line with Gilera tradition, the frame is a tubular, open cradle type. Orthodox telehydraulic suspension is employed. The rear shock absorbers are adjustable to five load settings, and have coil springs fully exposed. Tires are 3.50-18s, front and rear, on racing type light alloy rims. Dimensions include overall length, 81.9 in.; height, 40.2 in.; and wheelbase, 52.7 in. Tank capacity is 4.5 gal. The dualseat, which matches the upper line of the machine, has a double level to enable the passenger to sit slightly higher than the rider. The machine is a bit heavy at 436 lb. empty. Delivery to distributors will start this spring.
NAPOLEON’S HEADQUARTERS
Moto Guazzoni of Milan is a small factory compared to Moto Guzzi, Gilera and Benelli, but it produces Italy’s only models with rotating disc two-stroke engines and six-speed gearboxes, and thus is well-known to enthusiasts.
Owner-director is 60-year-old Signor Aldo Guazzoni, who started building motorcycles in his teens, and has conserved a rare, youthful enthusiasm through years, wars and crises. He is aided in the management by his four sons, who have learned to do everything necessary in a motorcycle factory, from drawing to competing.
Moto Guazzoni is situated in an historical place, still partly preserved, where Napoleon maintained headquarters after his conquest of Milan in 1796. Moreover, the buildings are adjacent the so-called Spanish walls, which were built in the 17th Century by the Spanish who then dominated nearly all of Italy.
History surrounds Moto Guazzoni, but, to be more specific, it’s necessary to look at the firm’s latest models, the 100 and 125, which are produced in scrambles and trials versions. The first, with bore and stroke at 55 and 48 mm, develops 12 bhp at the wheel at 8500 rpm, is fed by a 22-mm carburetor and tops 60 mph. The second, with bore and stroke of 55 and 53 mm, delivers 14 bhp at 8000 rpm at the wheel, and tops 70 mph. Both have primary drive by chain, and flywheel magnetos on the right; rotating disc, carburetor, tachometer drive, multi-plate clutch in oil bath and final drive on the left; a sturdy, compact frame specially developed for dirt use; Ceriani competition suspension; 2.50-19 front and 3.00-17 rear tires; and a weight of only 174 lb.
Two distinct imprçssions arise from riding these Guazzoni machines—high power and excellent handling. The engines are, in fact, the most powerful among all Italian dirt bikes in production, while handling quality is derived from compact dimensions (wheelbase, 47.2 in.; saddle height, 30.7 in.), low weight, good frame geometry, excellent suspension, easy-to-operate controls, and comfortable riding position.
Power development is not abrupt. Substantial power is available from 6000 rpm on for the 100, and 5500 rpm on for the 125, features which are better for scrambling than for observed trials. Luckily, scarcity of pulling power from low rpm is partly compensated for by the six-speed gearbox, with a particularly low gear. On the other end of the scale, sixth is like an overdrive.
Moto Guazzoni already has developed new cylinder ports which sacrifice little of the maximum output, and offer greater flexibility, and greater low end torque. In fact, power is developed from 4500 rpm for the 100, and 4000 for the 125. Customers can choose, according to intended use, between the two different portings. Of course, the opening phase of the rotating disc is different, 200 degrees for the fast porting and 150 degrees for the other.
Present engines are quick starters, and offer little vibration and no smoke from a 20:1 fuel mixture. The clutches can take punishment without protest. Exhaust notes are muffled until medium rpm range, then become more and more sharp. Limiting throttle openings makes it possible to get around town without being fined!
Though production of these models is well under way, deliveries are not immediate because of growing demand.
IMPROVED LUI
For the first time in Italy, users of two-stroke machines will be able to refuel with gasoline instead of the usual pre-mixed “petroloii.”
innocenti has just introduced two 7 5-cc versions of the 50-ce “Lui,” launched last spring. One of these is fitted with a lubrication pump, which is driven by the crankshaft and injects oil into the inlet duct. This model, called “Lubematic,” has the oil tank, with level indicator, inside the 1.5-gal. gasoline tank.
So, with no Japanese strokers as yet available in Italy (much to the regret of many enthusiasts), the request of gasoline only from a “Lubematic” 75-cc rider will surely astonish station attendants. One thing must be added, however. In Italy-owing to the extreme popularity of two-stroke models-numerous service stations feature automatic gasoline-oil mixers, so there are no two-stroke refueling problems at all.
Anyway, Italians are well aware of the separate lubrication advantages of two-stroke engines, so they welcome this first domestic example. (Some Vespa models also feature injection oiling, but they are for export only.)
The advanced styling of these models, product of the famous car specialist Nuccio Bertone, feature, for example, light alloy, holed bars, horizontally angled front shield, and exposed engine and suspension parts. According to an Innocenti spokesman, these departures have not met with overwhelming success because people require time to become accustomed to new shapes.
As for technicalities, the 75-cc Lui is powered by a fan cooled, orthodox, 46.4 by 44 mm bore and stroke twostroke engine with flywheel magneto (with high voltage coil) on the left and chain drive on the right. A four-speed gearbox and 3.00-10 tires are part of the package. Weight is 173.5 lb., length is 49.8 in. and height is 31.8 in. The engine delivers 5 bhp at 5800 rpm. Top speed is 52 mph. The entire power unit—as on every Lambretta—swings with the rear wheel, damped by a unique shock absorber on the right.
BENELLI PROTOTYPE
Spotted near the Benelli factory in Pesaro, the prototype pictured shows some interesting features, specially developed with the U.S. market in mind.
A Marzocchi competition fork, a Metisse styled upper part, a powerful generator and a new “cut” for the head cover are the most noticeable items. Perhaps this model will go into series production soon. [o]
