Category Archives: Motorcycle Gallery

Image Gallery – Supercross without spectators….

Supercross Images by Hoppenworld

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.


Source: MCNews.com.au

Moto Guzzi Zigolo | A breakthrough design that proved very successful

With Phil Aynsley


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.

PA Moto Guzzi ZigoloThe Moto Guzzi Zigolo scooter offered a low cost alternative to the Guzzino PA Moto Guzzi ZigoloOver 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.

PA Moto Guzzi ZigoloThe Zigolo offered an ideal entry point and the Vespa theme was obvious PA Moto Guzzi ZigoloThe 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.

PA Moto Guzzi ZigoloA 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.

PA Moto Guzzi ZigoloThis 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.

PA Moto Guzzi ZigoloThe finned head was a distinctive feature

This is a 1958/59 second series model was the last to use the friction damper rear suspension.

PA Moto Guzzi ZigoloThe Zigolo offers an interesting glance into Moto Guzzi’s history
Source: MCNews.com.au

Moto Morini

The early years

With Phil Aynsley


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.

PA SettebelloMoto 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.

PA MoriniTreSetteAlfonso 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.

PA SettebelloMoto Morini Settebello (Seven of Diamonds) GTI 250 PA SettebelloMoto Morini Settebello (Seven of Diamonds) GTI 250 PA SettebelloMoto 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).

PA SettebelloMoto Morini Settebello (Seven of Diamonds) GTI 250 PA SettebelloMoto Morini Settebello (Seven of Diamonds) GTI 250 PA SettebelloMoto Morini Settebello (Seven of Diamonds) GTI 250 PA SettebelloMoto 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.

PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint PA MoriniTreSette1960 Moto Morini 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.

PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint

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).

PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint

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.

PA MoriniTreSette1960 Moto Morini 175 Tresette Sprint
Source: MCNews.com.au

Laverda’s attempt to compete with Vespa and Lambretta

Laverda’s 49 Mini Scooter

With Phil Aynsley


The Laverda name conjures up thought of big brawny triples and twins – scooters? Not so much…

PA LaverdaMiniScooterLaverda’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.

PA LaverdaMiniScooterLaverda’s 49 Mini scooter PA LaverdaMiniScooterLaverda’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.

PA LaverdaMiniScooterLaverda’s 49 Mini scooter PA LaverdaMiniScooterLaverda’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.

PA LaverdaMiniScooterLaverda’s 49 Mini scooter PA LaverdaMiniScooterLaverda’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.

PA LaverdaMiniScooterLaverda’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.

PA LaverdaMiniScooterLaverda’s 49 Mini scooter
Source: MCNews.com.au

A race weekend embedded with Team Ducati and Troy Bayliss

2004 Australian MotoGP

With Phil Aynsley


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.


Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

The glamorous life of a race mechanic! Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Lunch. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Inspecting the opposition. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Warming up the bike… or dreaming of glory? Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris Capirossi giving that all important quote. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

One of many screens in the back of the pit garage. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

It took some convincing to be able to get this image! Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Plenty of spares available for the weekend. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Free Practice 1 – things get underway! Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris’ crew watch the monitors. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

A wet start to practice. Loris gets a push out of pit box. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss comes in for a debrief. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

And keeps an eye on how the competition are going. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

As things start to dry out Troy is fastest. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Team Manager Livio Suppo. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris is informed of his progress. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy prepares to go out again with a new tyre. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Watching the timing screens. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Free Practice 2. Troy sports a different helmet – just to make life difficult for the photographers. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris Capirossi. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris Capirossi. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris Capirossi. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris Capirossi. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Qualifying about to start. An advantage of rear wheel starters. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris keeps an eye on the opposition. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

It is action stations during a pit stop. The teamwork is on display. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss heads out again. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

As does Loris. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

The crew are pleased Loris has qualified in 3rd place. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Both of Loris’ bikes before the post qualifying work begins for the mechanics. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Warm up. You don’t often have the chance to get both riders in the same shot. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Some race morning PR. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

In the car heading over to the Ducati Australia grandstand. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy and Loris give ten minutes of their time to the enthusiastic crowd. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

On the starting grid. Loris’ bike gets its final adjustments. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Two Aussie legends! Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss gets ready. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Sete Gibernau leads off the line. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Many eyes keep track of the riders progress. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy Bayliss finds himself in fast company. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris is just up the road. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Troy makes his way forward. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Loris and Troy. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

Rossi wins by 0.097 seconds! Gibernau in second. Capirossi takes third. Troy finished in ninth. Australian GP Ducati PA AGP

Australian GP Ducati PA AGP

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

  1. Valentino Rossi – Yamaha
  2. Sete Gibernau – Honda +0.097s
  3. Loris Capirossi – Ducati +10.486s
  4. Colin Edwards – Honda +10.817s
  5. Alex Barros – Honda +10.851s
  6. Nicky Hayden – Honda +12.210s
  7. Max Biaggi – Honda +12.847s
  8. Makoto Tamada – Honda +12.9865s
  9. Troy Bayliss – Ducati +18.607s
  10. Carlos Checa – Yamaha +21.245s
  11. Ruben Xaus – Ducati +23.173s
  12. Shinya Nakano – Kawasaki +25.718s
  13. Alex Hofmann – Kawasaki +35.137s
  14. Jeremy McWilliams – Aprilia +45.155s
  15. John Hopkins – Suzuki +45.197s
  16. Gregorio Lavilla – Suzuki +52.205s
  17. Norick Abe – Yamaha +52.665s
  18. Neil Hodgson – Ducati +71.394s
  19. Nobuatsu Aoki – Proton KR +1 lap
  20. James Hayden – Proton KR +1 lap
  21. Youichi Ui – Harris WCM +1 lap
  22. James Ellison – HARRC WSM +3 laps
    DNF. Marco Melandri – Yamaha
    DNF. Garry McCoy – Aprilia

Source: MCNews.com.au

The 1936 BMW R 5 and its relationship to the new R 18

This week BMW unveiled the first of their new cruiser line-up in final production form, the R18. 

BMW R P highRes

BMW R P highRes

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. 



1936 BMW R5 Images

Source: MCNews.com.au

Kenny Roberts Yamaha OW60 GP Racer

1982 Kenny Roberts Yamaha OW60 GP Racer

With Phil Aynsley


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.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

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.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

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.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

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.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

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.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

A bored and stroked version, the 695cc OW69, was used at Daytona in ’83 and ’84 with Roberts winning both events.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

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.

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

1982 Kenny Roberts Yamaha OW60 GP Racer

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

OW Yamaha PA YamahaOW

Source: MCNews.com.au

Valentino Rossi’s 1997 Aprilia R125 R

With Phil Aynsley


Aprilia entered the World Championships in 1976 in the 125cc Motocross class and continued until 1981 without much success.

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

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!

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

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.

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

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!

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

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.

Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R Aprilia RR Rossi PA RSR

Aprilia RR Rossi PA RSR

Valentino Rossi’s 1997 Aprilia R125 R
Source: MCNews.com.au

A glimpse into the Morbidelli Museum | Part 2

A glimpse into the Morbidelli Museum – Part 2

With Phil Aynsley

Following on from Part 1 of the Morbidelli Museum (link), here are some of the bikes in more detail. Again a mixture of shots taken in 2007 and 2015.

Morbidelli Museum

Morbidelli Museum

1906 Moto Reve 275 Morbidelli Museum

Morbidelli Museum

This elegant Swiss machine’s headlight produced exactly one candle power!


Morbidelli Museum

Morbidelli Museum

1919 ABC Skootamota 125. Morbidelli Museum

Morbidelli Museum

This early English “scooter” required manual pumping of the total-loss oil system.

Morbidelli Museum

Morbidelli Museum


Morbidelli Museum

Morbidelli Museum

1926 Harley Davidson 21. This 350cc OHV single was also produced with a side-valve motor. The OHV model became known as the “Peashooter”.


Morbidelli Museum

Morbidelli Museum

1956 Linto Bialbero (DOHC). This gorgeous little 70cc gem was designed by Lino Tonti around the time he left F.B. Mondial. Morbidelli Museum

Morbidelli Museum

He later went on to co-found Paton and was responsible for Guzzi’s V7 Sport. 9 hp at 11,000 rpm. 95 kg. Top speed 167 km/h.


Morbidelli Museum

Morbidelli Museum

Ducati’s 125/4

Morbidelli Museum

Morbidelli Museum

The full story on the Ducati 125/4 can be seen here: Ducati 125/4 with Phil Aynsley (link)


Morbidelli Museum

Morbidelli Museum

1939 Benelli 250

Morbidelli Museum

Morbidelli Museum

Likewise full details on the 1939 Benelli 250 are covered here: Benelli 250/4 supercharged (link).


Morbidelli Museum

Morbidelli Museum

A 1964 Benelli 250/4, producing 42 hp at 14,000 rpm and weighing just 112kg. Top speed was 230 km/h.


Morbidelli Museum

Morbidelli Museum

A 1954 F.B. Mondial 175 Bialbero, producing 22 hp at 10,000 rpm, with a top speed of 181km/h.


Morbidelli Museum

Morbidelli Museum

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.


Morbidelli Museum

Morbidelli Museum

1961 DEMM 48 Bialbero. Morbidelli Museum

Morbidelli Museum

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.


Morbidelli Museum

Morbidelli Museum

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.


Morbidelli Museum

Morbidelli Museum

1954 Ceccato 75 Corsa. Morbidelli Museum

Morbidelli Museum

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.


Morbidelli Museum

Morbidelli Museum

1952 MotoBi 200 Spring Lasting. Morbidelli Museum

Morbidelli Museum

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.


Morbidelli Museum

Morbidelli Museum

Mr Morbidelli was renowned for his engineering skills. Morbidelli Museum

Morbidelli Museum

Here is what was a humble Ducati Cucciolo pull-rod motor that has been converted into a bevel-driven OHC unit!


Morbidelli Museum

Morbidelli Museum

1952 MV Agusta 125 Bialbero Competizione. Morbidelli Museum

Morbidelli Museum

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.


Morbidelli Museum

Morbidelli Museum

The restoration workshop with a pair of GP Mondial’s in the foreground.


Morbidelli Museum

Morbidelli Museum

Mr Morbidelli with his final project – a 750cc V-12. Morbidelli Museum

Morbidelli Museum

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. Morbidelli Museum

Morbidelli Museum

Sadly the work was not completed before his health deteriorated. Morbidelli Museum

Morbidelli Museum

“I don’t care what power it makes” he told me, “I just want to hear it sing!” (2007).

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum


Morbidelli Museum

Morbidelli Museum

Mr Morbidelli explaining some of the Ducati 125/4’s finer points to me in 2015.
Source: MCNews.com.au

A glimpse into the Morbidelli Museum | Part 1

Morbidelli Museum

With Phil Aynsley

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.

Morbidelli Museum

Morbidelli Museum

The museum building. Morbidelli Museum

Morbidelli Museum

Mr Morbidelli in his office in 2015. Morbidelli Museum

Morbidelli Museum

The entry to the halls flanked by first and last Morbidellis made. Morbidelli Museum

Morbidelli Museum

On the left the 1967 50cc GP Morbidelli Museum

Morbidelli Museum

On the right the 1997 850cc V-8 Morbidelli Museum

Morbidelli Museum

The “verandah” overlooking the halls. Morbidelli Museum

Morbidelli Museum

You walk past the bikes and cars of Mr Morbidelli’s son Gianni. Morbidelli Museum

Morbidelli Museum

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.

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

A smaller fifth hall houses Morbidelli’s own collection of racers including the 500/4.

Morbidelli Museum

Morbidelli Museum

Mr Morbidelli

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Morbidelli Museum

Source: MCNews.com.au