Report From Italy
REPORT FROM ITALY
CARLO PERELLI
MOTO GUZZI RETURNS TO RACING. . .
I remember well the fall of 1957 when the Gilera, Moto Guzzi and Mondial factories jointly announced their withdrawal from grand prix racing. It was one of the strongest blows ever dealt motor racing.
However, in the early ’60s, both Mondial and Gilera returned for another brief dabble in racing. But neither met with particular success and withdrew again, mainly for financial reasons.
Then Moto Guzzi took a somewhat belated swing at racing in the middle of last year. Using both sidecar and solo versions of their very strong V-twin, they copped more than enough international records to rekindle the old fires. Consequently, Moto Guzzi’s current plans call for them to now enter such production racing events as the Montjuich “24 Horas” and the Isle of Man Production TT. No works riders have yet been named but it is no secret that members of their 1969 record breaking team wül likely have preference, particularly team headliners Alberto Pagani and Vittorio Brambilla.
Another announcement from the factory indicates that speed kits wül also be supplied to customers wishing to enter their own machines in competition.
Jumping in with both feet, the same firm has also announced their re-entrance into the field of enduros. This also aroused a great deal of enthusiasm as Gold medals have come rather sparsely for the Italians in ISDT competition of the past few years.
. . .AS WELL AS GILERA.
Piaggio, the industrial and scooter giant that recently acquired Güera, in the past has been rumored to be highly interested in resurrecting Güera’s racing endeavors. This speculation was lately confirmed by the company’s board of directors. No dates or particulars have been given yet, as Piaggio intends to make slow and careful progress in this sometimes touchy area. But it is good news to know that the final decision has been made.
OLD CHIEF RETIRES
With Piaggio’s purchase of Güera came the retirement of the president and founder of the latter company, Giuseppe Güera.
He said recently that although he wül finally have enough time to devote to his hobbies, the violin and agriculture, he wül surely miss “his” factory. Born in Müan in 1887, Güera is a typical self-made man, cast of much the same mold as were the other Italian industrial pioneers: Carlo Guzzi, Giuseppe Bianchi and Alphonso Morini.
He buüt his first bike in 1909 and, in the years before and after World War I, had taken his mounts to several race wins. In 1930 and ’31, he had built the machines for Italy’s victories in the ISDT (and again in 1960 a Güera won the treasured Golden Vase). In 1935 he saw the possibüities of the then revolutionary “Swallow” project (a 500-cc dohc Four, water-cooled and supercharged). He bought it, refined it, set important world records and also won the 1939 European Championships with it. His foresight yielded further benefit when that same basic engine layout secured ten world championships for the Güera between 1950 and 1957. Motorcycling owes a great deal to men like Giuseppe Güera.
NEW 125 SCRAMBLERS
As interest in 125 motocrossing spreads, two new lightweights make their debut—the Eurocross and the Muller.
The Eurocross, conceived by trial and motocross rider Andrea Mosconi, has some rather unique features. The double cradle frame is particularly sturdy with no less than six tubes converging at the steering head. Tank, sadcfle mounting and rear fender are a single fiberglass molding while the swinging arm is made of square-section tubing. Suspension is Ceriani front and Girling rear and brakes are from Campagnolo. Overall weight is 187 lb., wheelbase 51 in., saddle height 29.5 in. and ground clearance is just over 9 in.
The Eurocross utüizes an Aermacchi engine developing 18 bhp at 8500 rpm and can be ordered with either a fouror five-speed gearbox.
The Muller, somewhat unattractive because of its kart type engine, is the brainchüd of ex-motocross rider Bruno Muller. It is generally believed that kart engines are poorly adaptable for dirt use but the Muller’s PCR 18 powerplant has set the skeptics on their ears with several surprising successes already. The highly tuned engine develops its peak of 22 bhp at 10,000 rpm. It breathes through a rotary valve and 24-mm Delio rto carburetor whüe a four-speed transmission handles the power. Weight is 204 lb.
For those interested, the Eurocross is avaüable for about $725 from Andrea Mosconi, Corso Sempione 14, 20145 Müan. The Muller, which 'can also be delivered in a 157-cc version, is built at Robecco d’Oglio (Cremona), via Cavour, and costs in the neighborhood of $1000.
NEW AERMACCHI CHIEF EXEC
Prince Francesco Borghese, a member of the famous Roman famüy, has been instaHed as general manager of the Varese factory.
The young, active, sports minded enthusiast has already made several significant changes in the factory; among them, speeding up development of the 250and 350-cc two-stroke Twins.
To keep up with these changes, many new workers and technicians have been taken into the factory, so we know that the company means business, and not just idle talk.
EGLI-VINCENT ROUND UP
Among the more popular displays at the recent Müan Motor Show was one touting the rather mystical Vincents, or better Egli-Vincents. These machines are built in Bern, Switzerland, by 32-yearold Fritz Egli. But now this dynamic young man’s plans call for a move to northern Italy in the near future. And even though his corporate needs are comparatively small (production is 70 bikes per year in his six-man workshop), better facilities here in Italy favor the relocation.
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The Egli-Vincent phenomenon began in 1966 when Egli bought a Vincent Lightning and rode it in Swiss hillclimb events. Although he was impressed by the engine’s power and potential, he was frightened by the machine’s erratic handling and braking and decided to improve it. He consequently built a prototype chassis with a Vincent engine. Now, with typical youthful enthusiasm aroused, he went to England the next year and promptly purchased the remaining parts, stock and production rights for the motorcycle.
The frame was radically redesigned, based around a very large top tube which doubled as the oil tank. Gone was that treacherous rear suspension with the joint in the middle. This was replaced with a conventional swinging arm. Front wheel size was reduced from 21 in. to 19 in. and the brakes (first fitted were disc type Campagnolo units) are now from Daniele Fontana. Engine changes were few but substantial, the most notable of which was the substitution of a dry clutch for the notorious standard assembly.
In 1968 an Egli-Vincent ridden by little Fritz Peier set seven speed records, and in the following year, nine more. Also, the team made good showings at some of the English short circuits, e.g. Snetterton, Cadwell Park and Brands Hatch.
At the moment Egli is overhauling and modifying engines while also selling separately engines and frames. Future plans call for larger displacement production machines; on some he has already enlarged displacement from 1000 cc to 1200 cc.
Presently, the Egli program includes three models: the Shadow, the Lightning and the Lightning Racer. With 8:1 compression ratio and two 30-mm Amal carburetors the first model churns out 62 bhp at 6000 rpm, weighs 385 lb. and is expected to attain 130 mph. With a higher compression ratio of 9:1, 32-mm carburetors and some 10 lb. less, the second model devleops 72 bhp at 7000 rpm and is claimed to reach 150 mph. The racing mount is lightest at 341 lb. with a very wide variety of tuning states available, so no figures were given. The fabulous Vincent mystique will surely last longer because of Fritz Egli.
