Report From Italy
REPORT FROM ITALY
CARLO PERELLI
NEWS FROM DUCATI
There’s a lot of activity at Ducati. The Bologna factory has turned out the sports version of the 750 GT (and both are now being offered with an optional electric starter). Moreover, the factory is experimenting with indirect injection and is talking about racing. It is improving the 500 and 750 Twin besides preparing a real “Grand Prix” 500 model, a water-cooled Twin ohc threecylinder (but someone is assuring they are more, up to six!).
Pepping up of the 750 GT Twin has been obtained simply by fitting higher dome pistons (raising compression ratio from 8.5 to 9.5:1), eliminating the air filter and slightly lightening flywheels, connecting rods and pistons. Like the GT, no bhp figures have been released; however, Ducati is officially allowing 9000 rpm, assuring that its oversquare single ohc (80 by 74mm) engine is reaching this limit also in top. For the GT, the figure not to be exceeded on the rev counter is 7800 (equivalent to 115 mph) so with over 1000 rpm more, the new Sport should be able to top 125 mph.
The new Sport is offered with two discs at the front end and one at the rear end. The pumps and calipers are Lockheed-made and long proved in racing. The discs are Ducati-made and were satisfactorily race tested in 1971.
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According to the factory, the weight increase for the electric starter has been limited to 33 lb. so both the GT and the Sport fitted with this extra do not exceed the dry weight of 440 lb.
The indirect injection (in the inlet ducts) experiments have given very satisfying results, assuring a power increase of 6 bhp and stronger pulling from every rpm range. Moreover, and this is particularly interesting for the U.S.A., there is less air pollution from the exhaust gases.
This injection system will also be race tested on the 500 and 750 Twin which will be straddled by Giuliano, Spaggiari and Read. This latter will be fully contracted as first string for the Grand Prix model under development.
SPORTS PROGRAM
Since the disappearance of the Japanese, Italy has remained the strongest Grand Prix racing supporter. Here are the plans of the most serious contenders for the coming season:
Aermacchi—Overwhelmed by a dictatorial “double the production” from the parent company, Harley Davidson, the Varese factory couldn’t devote much energy to the racing section. However, the 250 and 350 twin-cylinder “strokers” have been much improved in both engine and frame. Weight has been reduced to 242 lb. for the 250 and 246 lb. for the 350. Both now have sevenspeed gearboxes and rubber mounted engines. The first string rider will be Renzo Pasolini.
Benelli—The new management from the De Tomaso-Ford-owned car factory considers 1972 only an experimental year. The “Flying Finn,” Jarno Saarinen, is scheduled to try the improved 350 four-cylinder, now credited with 65 bhp. But it is in 1973 that the Pesaro factory is keen to return in great style in the 350, 500 and 750 formula classes.
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Morbidelli—Also from Pesaro, Morbidelli has decided to contest the 350 class with a rotating disc, four-cylinder of highly unusual design. The watercooled cylinders are in fact horizontally set in pairs facing forward, and each pair is “served” by two carburetors and one rotating disc, set above the horizontally split crankcase. The discs are rubber belt driven. This system, which is not very complicated, allows limited dimensions and a favorable placing of the engine in the frame. Gilberto Parlotti will be riding, and will also straddle the improved 125 rotating disc Twin. It was very successful in the 1971 World Championships and won the Italian Senior Championship. Morbidelli (that will also field a 50 rotating disc) is not a motorcycle factory—in fact it produces wood-working machines—but the proprietor, Giancarlo Morbidelli, is so keen on motorcycle racing that he’s devoting more and more energy to his hobby.
MV—Tests with the 750 for formula racing, conducted both in Italy and abroad, have not given satisfying results. Therefore, a new model has been commissioned by the management, fully convinced by the greater and greater importance that formula races are attaining. For the World Championship (and the Italian events) Giacomo Agostini and Alberto Pagani will have the well-proven 350 and 500 Threes and the new 350 and 500 Fours which made such a deluding debut at the 1971 Italian GP.
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Interested in series or formula racing is Laverda (with the 750 Twin and the 1000 Three) as well as Moto Guzzi (with 750 and 850 Twins). Regarding the artisanal Gran Prix bikes, we’ll again see the Paton 500 Twin and the Villa 125 and 250 rotating disc machines while Linto is practically inactive since the departure of Alberto Pagani toward MV. The Linto boss, Premoli, has two complete bikes and no less than five in pieces, only awaiting assembly, but he still hasn’t made up his mind. Anyone interested from the U.S.A.? The Linto has been designed with possible roadster use in mind, so just think what an exciting “special” one could straddle!
THE FLORENCE RIVALS
Brilliantly specialized in off-road jobs and keen rivals, the Florence artisanal firms of Ancillotti and Gori have both turned out ISDT-type trial models powered by the six-speed German Sachs.
Keynote of these two new models are sturdiness, immaculate finishing and use of the best parts available, but their cross-derived tanks are too little and give very limited autonomy when riding hard in hilly sections. As a matter of fact, the German power unit, pepped up in both cases to 18.5 bhp at 8500 rpm and fitted with a 27mm Bing carburetor, “drinks” the entire gas supply in 35-45 miles. Also, positioning of the big silencers does not allow leg comfort on either machine.
Weight is 204 lb. in both cases. Riding position, handling and road-holding are excellent, only the Ancillotti having the engine more rearset in the frame, has a considerably lighter front end. [Ö]
