The lack of spectators due to COVID-19 restrictions as AMA Supercross finally swung back into action on the weekend certainly made for somewhat of a stark backdrop compared to the normal glitz and glamour of a conventional Monster Energy Supercross. Check out this gallery of 50 images from round 11 of the 2020 AMA Supercross Championship staged in an empty Rice-Eccles Stadium in Salt Lake City.
This neat little machine was the first (more or less), fully enclosed motorcycle design to actually sell in large numbers, Moto Guzzi shifted just under 130,000 Zigolo scooters over its 13 year production span.
The Moto Guzzi Zigolo scooter offered a low cost alternative to the Guzzino Over 130,000 Zigolo models were produced
Introduced in 1953 the Zigolo was designed to be a low cost step up from the company’s original two-stroke, the 65 cc Guzzino. Again the motor was a Antonio Micucci creation – initially of 98 cc then enlarged to 110 cc in 1960.
The Zigolo offered an ideal entry point and the Vespa theme was obvious The lack of chrome helped keep pricing down on early models
When first produced the cost-cutting methods included completely grey paintwork with no chrome plating to be found. Friction damper rear suspension was also fitted – the last Guzzi to feature them. They were replaced by conventional telescopic shock absorbers for the 1960 models.
A central tube frame was still used under the bodywork
The influence of the Vespa scooter can be seen in the use of the pressed steel body-work which was only partly structural, a central tube frame was hidden underneath.
This was the last model before the Zigolo received shocks
The motor featured a horizontal cylinder with distinctive alloy head finning, a three-speed gearbox and made four horsepower at 5200 rpm. Top speed was 76 km/h.
The finned head was a distinctive feature
This is a 1958/59 second series model was the last to use the friction damper rear suspension.
The Zigolo offers an interesting glance into Moto Guzzi’s history Source: MCNews.com.au
One of the more famous marques of the many to come from the Bologna region in Italy is Moto Morini. Alfonso Morini opened a workshop in 1914, then served with an army motorcycle unit during WWI.
Moto Morini
He raced motorcycles during the 1920s, and in 1925 was employed by Mario Mazzetti to design, construct and ride a 120 cc two-stroke bike which was raced under the MM name. In 1927 this MM set six world records at Monza and Morini himself established a new 175 cc world speed record in 1933.
Alfonso Morini founded Moto Morini
Morini split from Mazzetti and established his own company in 1937 and began to manufacture 350 & 500 cc three-wheelers, which were very popular in Italy. During WW II his factory was switched to aircraft component manufacturing and was subsequently bombed in 1943.
Production of the first Moto Morini motorcycle began in a new factory in 1946. The 125 cc two-stroke was soon joined by a Sport version, then in 1953 the 175 cc OHV four-stroke Turismo was released.
Moto Morini Settebello (Seven of Diamonds) GTI 250 Moto Morini Settebello (Seven of Diamonds) GTI 250 Moto Morini Settebello (Seven of Diamonds) GTI 250
The range of 175 cc models was soon expanded, all rather uniquely named after popular Italian card games: the Settebello (Seven of Diamonds), Biscola (Trumps) and Tresette (Three Sevens).
Moto Morini Settebello (Seven of Diamonds) GTI 250 Moto Morini Settebello (Seven of Diamonds) GTI 250 Moto Morini Settebello (Seven of Diamonds) GTI 250 Moto Morini Settebello (Seven of Diamonds) GTI 250
The two bikes seen here give an idea of how the company kept its manufacturing costs down by employing the same basic design over a period of 14 years while still delivering desirable models. The first is a 1960 175 Tresette Sprint.
Very much the sporting machine it used a much higher compression ratio than the standard Tresette (9.2:1 compared to 7.4:1) and a larger 22.5 mm Dell’Orto carburettor to make 13 hp at 6500 rpm (standard 10 hp at 6000 rpm). It approached the Settebello as the company’s highest performing bike.
The second is a 1968 Settebello GTI 250, a very different version of the sporting 175 that first appeared in 1954, and one of the rarest Morini produced with only some 700 made. It was manufactured from 1965 to 1968 and was aimed at the US market (where is was called the Typhoon).
It was confusingly also called the GT, GTI, 250T and just the Settebello! The touring handlebars, deeply valanced mudguards and large dual seat were all fitted to appeal to the American buyer (although it was also sold in Italy). This bike has a non-standard muffler and is missing the card decals on side covers.
The Laverda name conjures up thought of big brawny triples and twins – scooters? Not so much…
Laverda’s 49 Mini scooter
However as a result of changes to the Italian highway code in 1959 (which saw the requirement for mopeds to have pedals abolished, while letting them be used without number plates or a driving licence, with a maximum speed of 40 km/h), Laverda designed a scooter to compete with Vespa and Lambretta.
Laverda’s 49 Mini scooter Laverda’s 49 Mini scooter
Production of the 49 Mini started in 1960 with the single seat machine using a 48.9cc OHV four-stroke motor that used a cast iron barrel fitted with an alloy cylinder head.
Laverda’s 49 Mini scooter Laverda’s 49 Mini scooter
A two-speed gearbox was fitted. Flywheel magneto ignition was employed and a Dell’Orto carburettor was fed by a four-litre fuel tank positioned under the seat.
Laverda’s 49 Mini scooter Laverda’s 49 Mini scooter
In 1962 new versions fitted with a 50cc or 60cc motor, three-speed gearbox and a lengthened seat were introduced. These were also sold in Spain as the Montesa Micro Scooter.
Laverda’s 49 Mini scooter
Output of the 49 Mini was 1.3 hp at 4500 rpm, with a weight of 40 kg and top speed of 40km/h.
In 2004 I was able to cover the Australian MotoGP from the perspective of being “embedded” within the Ducati team. Here are some of the images, from both behind the scenes and out on track. They begin with the team setting up on the Thursday and finish with the post race press conference.
As the penultimate round and home ground for Australian rider Troy Bayliss, the round was an important one with Loris Capirossi to end the season ninth overall in the standings as top Ducati, while Troy Bayliss would be 14th, having retired from as many races as he finished.
The glamorous life of a race mechanic!
Lunch.
Inspecting the opposition.
Warming up the bike… or dreaming of glory?
Loris Capirossi giving that all important quote.
One of many screens in the back of the pit garage.
It took some convincing to be able to get this image!
Plenty of spares available for the weekend.
Free Practice 1 – things get underway!
Loris’ crew watch the monitors.
A wet start to practice. Loris gets a push out of pit box.
Troy Bayliss comes in for a debrief.
And keeps an eye on how the competition are going.
As things start to dry out Troy is fastest.
Team Manager Livio Suppo.
Loris is informed of his progress.
Troy prepares to go out again with a new tyre.
Watching the timing screens.
Free Practice 2. Troy sports a different helmet – just to make life difficult for the photographers.
Troy Bayliss.
Loris Capirossi.
Loris Capirossi.
Loris Capirossi.
Troy Bayliss.
Loris Capirossi.
Troy Bayliss.
Qualifying about to start. An advantage of rear wheel starters.
Loris keeps an eye on the opposition.
It is action stations during a pit stop. The teamwork is on display.
Troy Bayliss heads out again.
As does Loris.
The crew are pleased Loris has qualified in 3rd place.
Both of Loris’ bikes before the post qualifying work begins for the mechanics.
Warm up. You don’t often have the chance to get both riders in the same shot.
Troy Bayliss.
Some race morning PR.
In the car heading over to the Ducati Australia grandstand.
Troy and Loris give ten minutes of their time to the enthusiastic crowd.
On the starting grid. Loris’ bike gets its final adjustments.
Two Aussie legends!
Troy Bayliss gets ready.
Sete Gibernau leads off the line.
Many eyes keep track of the riders progress.
Troy Bayliss finds himself in fast company.
Loris is just up the road.
Troy makes his way forward.
Loris and Troy.
Rossi wins by 0.097 seconds! Gibernau in second. Capirossi takes third. Troy finished in ninth.
Post race press conference. Loris is obviously happy with the team’s first podium of the season. Troy also scores a 3rd place at the following race, in Valencia, to end the year on a high note.
2004 Australian MotoGP Results
Valentino Rossi – Yamaha
Sete Gibernau – Honda +0.097s
Loris Capirossi – Ducati +10.486s
Colin Edwards – Honda +10.817s
Alex Barros – Honda +10.851s
Nicky Hayden – Honda +12.210s
Max Biaggi – Honda +12.847s
Makoto Tamada – Honda +12.9865s
Troy Bayliss – Ducati +18.607s
Carlos Checa – Yamaha +21.245s
Ruben Xaus – Ducati +23.173s
Shinya Nakano – Kawasaki +25.718s
Alex Hofmann – Kawasaki +35.137s
Jeremy McWilliams – Aprilia +45.155s
John Hopkins – Suzuki +45.197s
Gregorio Lavilla – Suzuki +52.205s
Norick Abe – Yamaha +52.665s
Neil Hodgson – Ducati +71.394s
Nobuatsu Aoki – Proton KR +1 lap
James Hayden – Proton KR +1 lap
Youichi Ui – Harris WCM +1 lap
James Ellison – HARRC WSM +3 laps DNF. Marco Melandri – Yamaha DNF. Garry McCoy – Aprilia
This week BMW unveiled the first of their new cruiser line-up in final production form, the R18.
1936 BMW R5 with the new 2020 BMW R 18
Below is a video that details the background behind the cruiser project and how the team at BMW Motorrad used styling cues from the 1936 BMW R5. And below the video is a high-res gallery showcasing the R5.
Yamaha’s first foray into the 500cc GP class came in 1973 with the piston-port, in-line four-cylinder OW19. The company stuck with this basic design up until 1980 (although the final version, the OW48R, had the outside two cylinders reversed) when they decided that to stay competitive, a new, rotary-valve engine design would be required.
1982 Kenny Roberts Yamaha OW60 GP Racer
The new motor was a square-four very much like Suzuki’s RG500, but with the cylinders inclined at 45-degrees. The OW54 subsequently won three races in 1981, two for Roberts, one for Sheene.
1982 Kenny Roberts Yamaha OW60 GP Racer
For 1982 the bike was heavily revised with an upgraded motor and a completely new chassis. The frame featured square section alloy tubing (with additional reinforcing bottom rails welded in place. Likewise on the bottom of the swing arm. Plates also boxed in the steering head tubes. A new progressive-rate bell crack rear suspension was used.
1982 Kenny Roberts Yamaha OW60 GP Racer
1982 Kenny Roberts Yamaha OW60 GP Racer
Eight bikes were constructed, with two each for Roberts, Sheene, Graeme Crosby and Marc Fontan (Sonauto Yamaha). However Roberts only rode the OW60 twice, firstly in the ’82 Daytona 200 (DNF – motor), then in the GP season opener in Argentina, which he won (with Sheene second), before switching to the completely new OW61 V4. Crosby finished second in the Championship on the OW60 however.
1982 Kenny Roberts Yamaha OW60 GP Racer
The OW60 featured four seperate crankshafts contra rotating in opposed pairs, Teflon coated steel rotary discs and housings. YPVS power valves were also fitted. Output was 156 hp at 10,600 rpm. Wet weight (half a tank of fuel) was 121 kg with a top speed of 290 km/h. For comparison the OW48R made 102 hp and weighed 135 kg.
1982 Kenny Roberts Yamaha OW60 GP Racer
A bored and stroked version, the 695cc OW69, was used at Daytona in ’83 and ’84 with Roberts winning both events.
1982 Kenny Roberts Yamaha OW60 GP Racer
The bike seen here is fitted with the ’82 Daytona bodywork , although the “European” bodywork is also owned.
Aprilia entered the World Championships in 1976 in the 125cc Motocross class and continued until 1981 without much success.
Valentino Rossi’s 1997 Aprilia R125 R
Valentino Rossi’s 1997 Aprilia R125 R
They then decided to switch to the Grand Prix side of things, commencing with the 250cc class, for 1985. You could say it was an excellent decision!
Valentino Rossi’s 1997 Aprilia R125 R
It wasn’t until 1985 that their first 125cc GP bike appeared and they gradually became more competitive over the years, with Fausto Gresini finishing fifth in the ’89 season.
Valentino Rossi’s 1997 Aprilia R125 R
Alessandro Gramigni went on to score their first race win in 1991 and their first title the following year. The company went on to win a total of 10 125cc titles and nine 250cc titles!
Valentino Rossi’s 1997 Aprilia R125 R
This is one of Valentino Rossi’s 1997 R125 R’s (the company’s 125s were referred to by a variety of names over the years) that he used to win his first World Championship, and was photographed in the Phillip Island Circuit Museum in 2018.
Valentino Rossi’s 1997 Aprilia R125 R
Valentino Rossi’s 1997 Aprilia R125 R
Valentino Rossi’s 1997 Aprilia R125 R
Valentino Rossi’s 1997 Aprilia R125 R
Valentino Rossi’s 1997 Aprilia R125 R Source: MCNews.com.au
A 1964 Benelli 250/4, producing 42 hp at 14,000 rpm and weighing just 112kg. Top speed was 230 km/h.
A 1954 F.B. Mondial 175 Bialbero, producing 22 hp at 10,000 rpm, with a top speed of 181km/h.
1955 Motom 98 TS.
Motom was the third largest motorcycle manufacturer in Italy by the mid ‘50s (after Moto Guzzi & Garelli). Powered by a horizontal four-stroke single that made 6.75 hp at 8200 rpm the design was notable for its use of pressed steel.
1961 DEMM 48 Bialbero.
Another jewel of the collection, not even the DEMM museum has an example of the 48 Bialbero. 7 hp at 14,500 rpm was accessed via a six-speed gearbox. Total weight was just 55kg.
The 1969 Derbi 125GP
This air-cooled two-stroke V-twin has one near horizontal cylinder mounted on top of the other. 32 hp was produced at 13,500 rpm, with a total weight of 100 kg and top speed of 215 km/h.
1954 Ceccato 75 Corsa.
This SOHC design was the mainstay of the company’s racing efforts due its lighter weight being more suitable for long distance road races than the Fabio Taglioni designed DOHC version. Power was 7 hp at 10,500 rpm for a top speed of 110 km/h.
1952 MotoBi 200 Spring Lasting.
This innovative twin cylinder two-stroke was only manufactured for a couple of years with the motor becoming known as the “egg”. Power was 9 hp at 5500 rpm. Weight was 105 kg, with a top speed of 110 km/h.
Mr Morbidelli was renowned for his engineering skills.
Here is what was a humble Ducati Cucciolo pull-rod motor that has been converted into a bevel-driven OHC unit!
1952 MV Agusta 125 Bialbero Competizione.
Cecil Stanford won MV’s first world championship on a similar bike. 15 hp was produced at 10,800 rpm and the bike weighed 76 kg. Top speed was 155 km/h.
The restoration workshop with a pair of GP Mondial’s in the foreground.
Mr Morbidelli with his final project – a 750cc V-12.
Designed to be fitted into a Honda CB600 chassis the motor is seen here in wood & metal mock up and with finished items such as valves, camshafts, con-rods, piston & fuel injectors.
Sadly the work was not completed before his health deteriorated.
“I don’t care what power it makes” he told me, “I just want to hear it sing!” (2007).
Mr Morbidelli explaining some of the Ducati 125/4’s finer points to me in 2015. Source: MCNews.com.au
I have, over a number of years, been fortunate enough to visit the Morbidelli Museum several times. It has now closed due to the ill health of Mr Morbidelli and most of the 300 plus collection then went to auction.
Very sadly Mr Morbidelli passed away a few weeks ago on the 10th February. I thought it would be a suitable time to take a look at the collection as it was! The images here were taken in 2007 and 2015.
The museum building.
Mr Morbidelli in his office in 2015.
The entry to the halls flanked by first and last Morbidellis made.
On the left the 1967 50cc GP
On the right the 1997 850cc V-8
The “verandah” overlooking the halls.
You walk past the bikes and cars of Mr Morbidelli’s son Gianni.
From mini bike to F1.
There are four halls displaying nearly 300 bikes, ranging from a 1906 Moto Reve to an ex-Falappa Ducati WSBK bike.
A smaller fifth hall houses Morbidelli’s own collection of racers including the 500/4.