Report From Italy
REPORT FROM ITALY
CARLO PERELLI
ROMANTICISM CONTINUED
The Moto Guzzi Falcone is an Italian classic, something like the Beetle from Germany. For those who don’t remember our previous report on the 500 Single from Mondello, let us recall that it is a most sturdy, flexible, economical and comfortable piece of engineering, still circulating in thousands on the Italian roads, both in the hands of traffic policemen and civilians.
The origins of this machine date back to the founding of Moto Guzzi itself in 1921, and despite continuous improvements throughout the decades, it was decided a couple of years ago to produce a new version of it, especially after the Italian government requested new mounts for their men.
Designed by Lino Tonti (who has designed not only racing and sports bikes but also the Italian Army MT 61 motorcycle), the New Falcone appeared in both civil and police versions at the 1969 Milan Motorcycle Show. It attracted much interest, not only for its low price and running costs, but also for a “repeat” in modern key of many of the Falcone features mentioned above.
But a new frame, brakes, suspension and a general remaking of the engine (which retains its traditional oversquare bore/stroke dimensions of 88 by 82mm) promised better overall performance, so bookings started flocking to the factory.
Orders for the New Falcone from the Italian government were so heavy, however, that the civilian version (featuring an optional electric starter, neater lines and higher performance) had to be postponed. The most impatient customers were offered the police version,
which can also be had with crashbars and electric siren, two options much sought after by exhibitionists!
In these times of high-revving power units and acute torque curves, the New Falcone stands apart with its romantic figures: maximum revs are only 4900, at which speed the power output is 25.4 bhp. Maximum torque is developed at 3400 rpm when 20 bhp is available. This pulling power, which stretches down to the lowest rpm ranges, enables a normal start in second gear, and makes it possible to climb steep hills in third or fourth. Maximum speed of the New Falcone is in the region of 85 mph, but thanks to the excellent cooling qualities of the horizontal alloy cylinder and head with radial finning, plus the general sturdiness of the machine, full bore running can be kept up nearly indefinitely. And when stopped, idling is still so slow and regular that the individual power strokes may be counted! The engine is absolutely oil tight. Vibration, inevitable with a big Single, is hardly felt. These and the other riding impressions were gathered riding a New Falcone from Milan to Prague for the FIM Rally, sticking to the same route through Austria both ways to climb the famous Grossglockner Alpenstrasse.
Acceleration certainly isn’t dashing with a machine weight of 471 lb. in running order, and the internal gearbox ratios aren’t ideal, although they are made to government specifications, but the extreme flexibility of the engine comes to the rescue and reduces the use of the gearbox to a minimum. Playing with revs and gear changes is exciting indeed, but on a long journey, when one is a bit tired, and perhaps on bad roads in wet weather, it is far better to be aboard a less nervous mount, which also enables one to devote more time to the panorama.
(Continued on page 88)
Continued from page 87
Also contributing to mental serenity is the perfect riding position (the saddle is one of the largest and most anatomic ever offered), the fine damping with manually adjustable rear shocks, and the reassuring roadholding while braking, especially with the twin leading-shoe front unit. These qualities were particularly appreciated on the winding, undulating and corrugated Czechoslovakian roads, which are quite inferior to western European ones. The only snag is the saddle position while standing; it is a bit high for a horizontal cylinder machine with 18-in. wheels. Instruments are rarely found to be so accurate, but the foot controls rate bad marks. The rocker-type gearchange pedal is required by the government, but the brake pedal could have been better positioned and shaped.
Low fuel consumption is another forte of the New Falcone. Breathing through a 29-mm Dellorto concentric carburetor with a paper element air filter, fuel consumption for the 1230-mile trip, which included every possible variation in riding techniques and surfaces, averaged 46 mpg, while the level in the 3.5 qt. lower oil sump decreased only slightly.
Ignition is by coil and battery with the generator placed above the crankcase: surely not an elegant feature. To facilitate starting, an old-fashioned valve lifter is fitted and actuated by a lever on the left handlebar. For the lazy rider, it is possible to change the generator with a Dynastart unit for pushbutton starting.
Other technical data of this indefatigable tourer, which is capable of over 60,000 miles before needing a complete overhaul, are: pushrod-operated overhead valves; gear-type oil pump and a wheelbase of 52 in., somewhat shorter than the old Falcone; and a multi-plate clutch running in oil on the left side.
Unfortunately for the U.S.A. romantics, there are no plans to export the New Falcone, which is priced at $870 in Italy.
THE SOVIETS ALWAYS WIN
This year the Russians again largely dominated the FIM Rally in Prague which was held over the weekend of July 10. But the word Rally, provoking thoughts of such tough events as Monte Carlo, is rather a misnomer for this event. Its formula, in fact, is based solely on the number of miles covered per rider, so the Soviets, stating that their representatives (teamed-up, military-style) come from such faraway places as Vladivostok, always take home the winnings.
This year they also took the opportunity to put on a show of their perfect organization at the Rally and displayed the best models of their industry, which is based on 12 different types. The Ish Jupiter 2, a 350-cc, two-stroke Twin, and the Dnepr K-650, a 650-cc, fourstroke flat Twin, appeared improved in various details. In spite of their unspecified “large production,” they still must import some 60,000 Jawa-CZ bikes every year!
Second in the FIM Rally was Italy, which got the largest share of the applause at the prize-giving ceremony, followed by Sweden, Holland and East Germany.
A BIG ’UN FROM DUCATI
For some months now, a large machine marked Ducati 750 has been seen dashing along the “Sun Highway,” which stretches along nearly the whole peninsula, and has been secretly tested at the Modena autodrome by works riders Farne and Spaggiari.
It is not the first time that the big firm from Bologna has taken interest in large displacement machines: do you remember the monumental Apollo 1200-cc Four and the two 500-cc Twins, one with an electric starter? After some mouth-watering appearances they disappeared. But this time it looks “for real.” According to a factory spokesman, in fact, the new machine has passed every test with flying colors and should be in dealers’ showrooms next spring.
We set out hunting for the new creature from Bologna and were lucky to spot it in front of a bar where the tester was having a cool drink after a brisk ride. That was the moment! A few quick shots and then a hasty retreat amid cries from the tester when he realized what was happening.
Rather unorthodox by present big bike standards, the engine is a longitudinal 90-degree, V-Twin, practically two Mark 3 (desmo?) cylinders on a common crankcase. The advantages of this layout are evident: less width, good cooling, low center of gravity and reduced vibration over a single-cylinder machine. Also evident from the picture is the double-cradle tubular frame and large brakes.
Leaks from the factory indicate a power output of 70 bhp at 7500 rpm and a weight of only 375 lb., which would permit dashing acceleration and a top speed of close to 120 mph! The gearbox is the traditional Ducati fivespeeder, and the Dellorto concentric carburetors have a diameter of 29mm.
WIPED OFF
The sensational Ago-Paso match has been forbidden by the Italian Federation as well as by MV and Benelli. The idea of this epic duel, with the riders on even terms regarding the machines, has fascinated many ardent fans in Italy and abroad. But now they must be content to watch the two great rivals clash again at the Italian GP at Monza.
