Report From Italy
REPORT FROM ITALY
CARLO PERELLI
SEASON OPENING IN ITALY
Oh, mighty power of Italian race organizers! With their impressive financial resources, they have succeeded in luring Mike Hailwood out of retirement! For the season opener at Rimini, after some bargaining, the fabulous sum of $6000 was agreed upon, but then, a lack of suitable mounts thwarted the plan. Now the nine times world champion definitely will be at Riccione and probably other Adriatic coast events, with a 500 Honda Four. The race organizers want crowds, and they believe the Hailwood name will attract them.
Even without Mike the Bike, 30,000 people flocked to the Rimini circuit. They were rewarded by a fantastic Ago-Paso duel in the 350, in addition to other noteworthy racing. Unfortunately, the weather was not so favorable as in the past. Occasional light drizzles kept the track wet, or semi-wet, so no records were broken.
Italian firms had prepared several interesting mounts for the new 50-cc class, which conforms to new world championship rules. Italian bikes were challenged by the Yugoslavian Tomos, with their piston-controlled ports and two-stroke six-speed gearboxes. Ridden by Gilberto Parlotti, one held 2nd place throughout, despite a crash. When the gearbox on Walter Villa’s homemade rotating disc model broke two laps from the finish, after he had led all the way, Parlotti secured the win.
Walter Villa was even more unlucky in the 125 class. On another homemade model, a rotating disc, seven-speed Montesa, he easily gained the lead, recorded the fastest lap, but then crashed twice! Nonetheless, he finished 3rd. Similarly mounted Giuseppe Mandolini took over the lead, but soon was passed by slow starter Lazzarini on one of the new Golden Wing Aermacchi H-Ds (which already had scored 1st and 2nd places in the Junior race). But Lazzarini had his share of bad luck, too; his throttle cable broke and he had to give up. So Mandolini regained the lead, while Silvano Bertarelli (Aermacchi H-D), after a poor start, finished 2nd. A good season debut indeed for the new Aermacchi production racers!
The 250 race started dramatically with two pileups, one involving Ducati works rider Bruno Spaggiari (who had to retire) and the second, Renzo Pasolini (who had made a slow start on his Benelli Four). However, after remounting, Renzo easily secured the winner’s laurels, and the fastest lap as well.
The works Aermacchi H-Ds of Angelo Bergamonti and Gilberto Milani (with Bergamonti heading Milani just at the finish line) had the best of the sevenport Yamaha of Giuseppe Visenzi and the Ducati “desmos” of Roberto Gallina and Gilberto Parlotti. This pair also battled all the way, with Gallina pipping his rival at the finish. .
The Ago-Paso battle in the 350 truly was one of the most exciting ever seen. Though Ago previously had tested the new 350 and 500 MV Sixes at Modena (reported to develop from 8 to 10 more bhp than the present Threes), he chose to ride the Threes at Rimini. Paso had the usual Four, only slightly modified during the winter.
The two rode neck and neck for 18 of the 24 laps, to the delight of their fans. Then, when many were expecting Ago’s final assault, it was Paso who widened the gap, going on to one of his best and most deserved wins. He also scored the fastest lap. The crowd responded even more fervently because the Benelli champion is Rimini-born.
Vittorio Brambilla, younger brother of ex-motorcycle champion Ernesto (who now is Ferrari’s official driver for Formula II automobiles), proved to be of good mettle. On one of the new works oversquare Aermacchis, he easily stayed ahead of the two Aermacchi H-D factory pilots, Gilberto Milani and Kel Carruthers. The Ducati desmo opposition soon faded when Bruno Spaggiari crashed a second time. Jack Findlay was to initiate his new 60-bhp Yamaha Twin, which he and racing brake king Daniele Fontana had finished just the night before. Unfortunately the bike was a non-starter because of a bureaucratic mistake on the entry form by the Italian Federation. In addition, Findlay had his usual unlucky opening of season when he collided with another rider on Lap 1 of the 500 and was forced to retire. He was riding, for the first time, his immaculately prepared Linto Twin.
Agostini won the 500, as expected, while Angelo Bergamonti made another fine showing on the Paton. In fact, he led the MV champion for three laps and finished a comfortable 2nd with little challenge from Alberto Pagani (Linto), who completed one lap less. In the following positions, Giuseppe Mandolini on the evergreen Moto Guzzi Single, now with a special six-speed gearbox, had the best of Paolo Campanelli (Seeley-Matchless).
RIDING A DESMO
Ducati is beginning delivery in Italy of its Mark 3 D 250, 350 and 450 models, the only roadster “desmos” built and sold commercially. Riding impressions of the 350 (most of them equally valid for the 250 and 450 versions) should interest American enthusiasts because undoubtedly these machines are in a class by themselves.
Desmo or, more correctly, desmodromic, derives from two Greek words meaning controlled movement. The Ducatis have rockers, actuated by a single overhead cam, which not only open but also close the valves. So at high rpm there is no possibility of valve float, the results of which can be disastrous not only for the valves but for the piston and sometimes the whole engine. Also, there are no mechanical losses to valve springs. And thanks to the perfectly controlled movement of the parts in reciprocating action, it is possible to use larger valves, which improve breathing and flexibility. The 350’s maximum torque of 22.4 lb./ft. is reached at 4000 rpm (top rpm is 8000, which gives 30 bhp at the crankshaft and 24.5 at the rear wheel). The racing version, with open megaphone, peaks at 8500 (36 bhp at the craiikshaft and 30 at the rear wheel) and offers a maximum of 25.5 lb./ft. at 6200 rpm, a very reasonable level.
The Ducati desmodromic system was developed by technical director Fabio Taglioni in the late 1950s and was proven in grand prix racing with the famous dohc singleand twin-cylinder models. In the mid-’60s, Taglioni modified the desmo system to be actuated by a single overhead cam. Before going into production, it again was race tested with good results.
The 350 desmo fires easily when cold. The aggressive, racy look, the high compression single cylinder, and the exotic desmo feeling, conjured with thoughts of competition engines, leads one to imagine a long sequence of hard pedaling, terrific kick-backs, copious spitting back and, finally, as a last hope, the run-and-bump system. Nothing could be less true. With generous carburetor flooding and the throttle opened slightly, the engine responds after two or three kicks. Other unexpected qualities include minimal mechanical noise, surprisingly low and regular idling, and clean carburetion response from the lowest rpm ranges.
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But make no mistake, the engine, though flexible (31 mph at 2500 rpm), is by no means lazy and weak. In all lower gears, it quickly redlines, and because of the desmo action, it is possible to take it up to 10,000 rpm without harm.
But, as other sportster Ducati models, the 350’s top gearing is more suited to racing with open megaphone than to street use with a silencer. In fact, after reaching 93 mph in fourth at 8500 rpm, changing into top produced practically no speed increase unless under favorable conditions. With muffler, the engine is unable to attain the 7500-rpm mark. With open exhaust, 8500 rpm is reached in top gear with a speed of 109 mph. But to enjoy it, you can’t circulate in such a noisy way! For street use, it is advisable to change the 40-tooth rear sprocket to a 42 or 43 to attain higher top speed and even better acceleration. Already contributing to good acceleration are the slim frontal area, the limited weight (282 lb.), the sportilyratioed five-speed gearbox and the strong pulling from as low as 2500 rpm. Vibration begins after 6000 rpm, which means that in top gear the engine is perfectly smooth up to 75 mph, and still comfortable beyond that.
Riding position is sporty but not fatiguing; the chromed recesses of the unusual two-tap gas tank accommodate the knees. The large, soft saddle allows a passenger, though the Ducati 350 desmo is a typical one-man machine. Controls are well positioned, except for the rocker type gearbox pedal; perhaps a single lever would be more suitable. Damping, ground clearance, and braking cannot be faulted, even during hard riding. The reinforced, twin-loop rear sections of the frame make for even better road holding, and steering always is steady. Fuel consumption' is about 55-65 mpg. To sum up, it is a mount more docile than its appearance suggests and therefore fully enjoyable by the average rider.
The Mark 3 D 450 was recently described in CYCLE WORLD (CW, March ’69) but here are some technical facts on the 250 and 350 machines.
Their valves are inclined at 80 degrees and measure 1.57 in. diameter for the intake and 1.14 in. for the exhaust. They are actuated by a single overhead camshaft which is driven by bevel gears. The 250’s bore and stroke dimensions are 2.91 by 2.28 in., while the 350 has a piston of 2.99-in. diameter moving through a 2.95-in. stroke. The compression ratio of the 250 is 10:1 and the 350 is slightly lower at 9.5:1. Ignition is by battery and coil working with a 6-volt alternator that produces 70 watts. Oil is driven through the wet sump system by a gear pump and the primary drive is through helical gears. The 18-in. front wheel carries a 2.75-in. tire, while the rear is a 3.00-18 unit. Lront and rear brakes are 7.02 and 6.3 in. in diameter, respectively. Saddle height is a bit under 29 in. and wheelbase is 53.5 in. [Ö1
