Report From Italy
REPORT FROM ITALY
CARLO PERELLI
NEW OFF-ROAD JOBS
Fantic Motor from Barzago, known in the U.S.A. for their wide range of Bronceo minibikes, has just produced a much improved version of its 100-cc Apache.
Power is provided by a Franco Morini stroker, with super finned head. A 22-mm Dellorto concentric carburetor is fitted. The unit also has slightly altered port timing to provide more pulling power and cleaner acceleration. Main figures are as follows: 8.5 bhp at 7000 rpm, four-speed gearbox, 49-in. wheelbase, 172-lb. dry weight, 56-mph top speed, 2.50-19 front and 3.00-17 rear tires. Price is $600.
GUAZZONI 50, 100, AND 125
Guazzoni is another name known to American enthusiasts. Their six-speed 100and 1 25-cc Enduro models were exported in good quantity to the States last year.
Now the Milan factory is producing
competition scrambler models in 50, l 00, and l 25-cc displacements. Slightly hotted-up engines, fiberglass mudguards and tank, and four-speed gearboxes are featured.
The 50 produces 9 bhp at 9000 rpm. The l 00 developes 14 bhp at 9000 rpm and the 125 has 18 bhp at 8500 rpm. All horsepower figures were taken at the rear wheel.
All have sturdy double cradle frames and C’eriani competition suspension systems. The 50 weighs 165 lb. and the bigger models weigh 1 1 lb. more. This weight difference is due in part to the larger tires (2.75-21 front and 3.50-19 rear against 2.50-19 front and 3.00-17 rear) fitted to the 100 and 1 25.
Guazzoni is the only Italian firm specializing in rotating disc two-strokes, and they are active in every branch of motorcycle sport.
RENZO BACK TO AERMACCHl-HD
After four years with Beneili, Renzo Pasolini has gone hack to Aermacchi. He began racing for the Varese factory in the early Sixties and reached stardom in 1965.
This occurrence, coupled with the Benelli decision to stand off racing until the new 350 Four is ready (at about mid-summer), will take away much interest and passion from the Italian spring meetings and the World Championship.
Paso is scheduled to compete in the 250 class only, with a new two-stroke
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Twin. But, the new Aermacchi engine, developed by two-stroke wizard William Soncini, has been projected with a 350cc overhoring possibility.
ITALY’S PRODUCTION
With a total of 729,220 units for 1970 (compared to 716,300 for 1969), Italy is the third largest motorcycle producer after Japan and France.
Under the value profile, however, Italy is to be placed second, since France’s production is solely mopeds. Italy produces over 200,000 bikes over 50cc. Particularly encouraging is progress in the over-125cc classes. Nearly 30,000 more units were manufactured in 1 970 than in 1969.
NEW MIDDLEWEIGHTS
Italian factories are beginning to understand that it is beneficial to produce good middleweight machinery. Up until now, they have concentrated primarily on big and little models.
Laverda is developing a 480-cc dohc Twin, and there is news of a 350-cc four-stroke Twin taking shape in the Moto Morini works.
BRIGHTER LIGHTS
A big improvement in headlamp efficiency is claimed by Aprilia, one of the leading Italian factories.
They have just introduced the “Compact Laser’’ which projects light through a camera-type lens instead of the usual transparent glass. Small dimensions and great light power are the advantages. Cost is about the same as conventional headlamps.
In the example shown in the accompanying picture, the light’s small dimensions have made it possible to install an electric horn in the headlamp shell.
Compact laserlamps, which could be a bonus for the Baja and similar events, is patented and has already been approved by the Italian authorities for street use.
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AERMACCH1 1 25 R/C
Hotly pressed by Italian and European enthusiasts for a good off-road lightweight, Aermacchi-HD has at last finalized the job with the 125-ec R/C (regolarita-cross or enduro scrambler).
The model shown in the picture is the enduro version (R). A scrambler kit will be available shortly.
The oversquare 56 by 50mm stroker, with amply finned light alloy head and iron cylinder, is fed by a 27-mm Dellorto concentric carburetor. A flywheel magneto is used, the compression ratio is 10.3:1 and 15.5 bhp is produced at the rear wheel.
A classic double-cradle frame replaces the previous spine-type unit. Plastic panels enclose and protect the generous air filter. Suspension is by Ceriani. A 2.50-21 tire is mounted in front and a 3.50-18 is used at the rear. Dry weight is 235 lb. Wheelbase is 5 1 in. The rear wheel, with conical hub, can be quickly detached, leaving the rear sprocket fixed to the swinging arm.
Claimed top speed is 71 mph. Summing up, it’s a neat and lively off-road lightweight that should do well in competition.
ASPES 1 25
Aspes may be a new name to Ameri-
cans. Located at Gallarate, it is a young firm which started with off-road, 500-cc models.
Following a successful beginning, an agreement has been made with Maico to build competition scrambles and enduro models fitted with the latest rotatingdisc six-speed 1 25 German engine.
This unit develops 18 bhp at 8800 rpm and is fed by a 26-mm concentric carburetor on the right side.
Called Apache (how many Apaches are coming from Italy?), these Aspes feature pleasant, yet functional styling. Typical is the squarely shaped fuel tank and the large box under the seat which houses a paper element air filter.
Ceriani competition suspension is used and 2.50-21/3.50-18 tires are fitted. Weight is 198 lb. ready to race.
LAVERDA THREE
A dozen lucky guys, selected between enthusiasts, journalists, and professional riders are getting pre-series Laverda 1000 Threes for testing purposes. Their remarks will be used to determine final modifications before production is started.
Meanwhile, Laverda designers have finalized the new crankpin setting at 120 degrees for the side ones and 180
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degrees for the inner one. In the previous arrangement, all three were set at l 20 degrees, like MV Three racers and BSA-Triumph roadsters.
Laverda designers are also experimenting with electron wheels, electronic ignition and disc brakes to make their big Three one of the most advanced models available. The Laverda Three is already notable for its belt driven dohc, five-speed gearbox, and electric starter.
Also under preparation in the Breganze factory are 150 competition units of the 750 SF (to be known as SF-C) for production racing.
NEW BENELLI TWINS
The effects of two-stroke wizard Peter Durr’s migration from AermacchiHD to Benelli late in 1969 are beginning to appear. Pesaro factory testers are being seen more and more often on the roads aboard new 125 and 250 twostroke Twins. Racing versions are also under development.
COUNT DOMENICO AGUSTA DIES
Stricken by a heart attack the previous day, Count Domenico Agusta died on February 2 in his Milan home. It is a great loss for the Italian industry and for the motorcycle sport in particular.
Count Agusta, born at Palermo (Sicily) in 1907, was the driving force behind the big MV industrial empire, now employing over 2500 people. About 200 helicopters and 5000 motorcycles are produced yearly.
His only hobby was motorcycle racing and he fully exploited his industry and own mechanical genius to achieve success. His enthusiasm and determination were plentifully rewarded since the first MV win at Valenza, Northern Italy in 1946. Since then, there have been some 3500 other wins, no less than 32
manufacturer’s world titles, and 31 rider’s world titles. No other marque has a similar list of successes.
Second of four brothers (two died before him in recent years) and the son of an Italian aviation pioneer, Count Agusta took over direction of the firm at age 20, following his father’s death in 1927.
During the Second World War, he designed a 98-cc two-stroke two-speeder which was offered on the market soon after the end of the conflict. It was a success, and MV quickly grew into one of the largest Italian motorcycle firms.
MV first achieved international success in 195 2 when Sandford clinched the 125cc world title. After this, Graham, Ubbiali, Surtees, Hocking, and others sought the privilege to ride for MV.
When the motorcycle crisis hit Italy, Count Agusta had already begun manufacturing helicopters, first under a Bell license and then his own models. Factory management mildly suggested, during a meeting, that motorcycle production be stopped, but Count Agusta ordered them to keep on, stating that nothing can kill the motorcycle.
When better times did come, he was one of the first Italian builders to bring out new models—first the 250 and 350 Twins, then the 600 Four, and later the superb 750S.
He continued being active on the racing/technical side and pioneered the successful three-cylinder layout. Count Agusta also had a hand in developing the new 350 and 500 fourand six-cylinder weapons.
Unfortunately, Count Domenico Agusta’s death casts some doubts about the factory’s future racing policy. But, Agostini, as well as some executives from Gallarate, have said that nothing should change. Let’s hope so. [O]
