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Carlo Guzzi’s 120º V-twin GP Racer | Moto Guzzi Bicilindrica

March 15, 2020 mcnews Leave a comment

With Phil Aynsley

One of the most iconic of all 500cc Grand Prix bikes was Carlo Guzzi’s 120º V-twin. The failure of the 1931 supercharged straight four (featured in column 115 – link) and the age of the 4VSS horizontal single meant something new was required, so Guzzi turned to his very successful 250 for inspiration.

Moto Guzzi Bicilindrica 120º V-twin GP Racer

A second cylinder was added at 120º behind the horizontal front cylinder. The balanced combination of power and agility was to prove a winner with the basic design being used up until 1951!

Moto Guzzi Bicilindrica 120º V-twin GP Racer Moto Guzzi Bicilindrica 120º V-twin GP Racer

The Bicilindrica’s first race was the 1933 Italian GP with three entered and one finishing second. A rigid frame and Brampton forks held the 41 hp (at 7000 rpm) motor.

Moto Guzzi Bicilindrica 120º V-twin GP Racer Moto Guzzi Bicilindrica 120º V-twin GP Racer

Weight was 160 kg and top speed 185 km/h. Using electron for the crankcases the following year saw the weight drop to 151 kg and output was raised to just over 43 hp.

Moto Guzzi Bicilindrica 120º V-twin GP Racer

Development continued with a sprung frame appearing in 1935 which was used by Stanley Woods to record the first win by an Italian manufacturer in the Isle of Man’s Senior race.

Moto Guzzi Bicilindrica 120º V-twin GP Racer

The Bicilindrica continued to be raced until the war intervened, although the supercharged BMWs dominated this period. The banning of forced induction when racing resumed after the war saw the venerable V-twin brought out of retirement.

Moto Guzzi Bicilindrica 120º V-twin GP Racer Moto Guzzi Bicilindrica 120º V-twin GP Racer

The bike seen here is an early 1946 model that was only slightly updated from the pre war bikes. A much larger front brake was fitted and more engine parts were fashioned from alloy.

Moto Guzzi Bicilindrica 120º V-twin GP Racer

Power was in the region of 46-47 hp and weight around 150-155 kg, while top speed was over 200 km/h.

Moto Guzzi Bicilindrica 120º V-twin GP Racer Moto Guzzi Bicilindrica 120º V-twin GP Racer
Source: MCNews.com.au

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2020 ASBK Wakefield Park Test Images

March 13, 2020 mcnews Leave a comment

2020 ASBK
Wakefield Park Test

Images by TDJ Media

Following a great start to the mi-bike Motorcycle Insurance Australian Superbike Championship presented by Motul season at Phillip Island for Round 1 alongside WorldSBK, riders then headed to Wakefield Park for test sessions prior to Round 2 which will be staged on the final weekend in March.

Wayne Maxwell swept the Superbike class at Phillip Island claiming three race wins and pole position for a perfect 76 championship points, with Cru Halliday and Josh Waters completing the top three. Meanwhile in the Supersport class it was Oli Bayliss taking home top honours with 71-points, ahead of Tom Toparis and Nic Liminton.

To grab tickets to Round 2 of the ASBK at Wakefield Park click here (link).

Here’s a look at all the testing action through the lens of TDJ Media:

Source: MCNews.com.au

Motorcycle Gallery, Motorcycle News, Motorcycle Racing, News, WSBK

World Superbike Pit Porn | The details….

March 3, 2020 mcnews Leave a comment

The machines

Trev broke away from his desk in the media centre for a few minutes on the weekend to get behind the lens on Friday morning at Phillip Island. His quest was to bring you some of the more interesting tidbits of the World Superbike machines that are rarely showcased in detail.

Enjoy these 62 images that give a little insight into just how different these machines are from their road going beginnings.

From the myriad sensors through to bespoke engineering solutions and a few things kept hidden from prying eyes behind carbon covers, such as the top triple clamp shielded from view on the Factory Ducati machines…

Source: MCNews.com.au

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Montesa 125 Sprint | 55 kg | 18 hp | 150 km/h

February 21, 2020 mcnews Leave a comment

With Phil Aynsley

Sometimes a bike’s looks strike you so strongly that any interesting history is just a happy addition. This Montesa 125 Sprint is a case in point.

Montesa 125 Sprint Montesa 125 Sprint without fairing

The 1954 125 Sprint was Montesa’s first catalogue race bike and was based on the company’s road model, first introduced in 1945.

The Montesa 125 Sprint offered a catalogue racer Montesa 125 Sprint

Factory racers were also campaigned successfully, notably finishing second, third and fourth in the Ultra Lightweight TT at the IOM in 1956.

Factory racer versions of the Montesa 125 Sprint also saw IoM success Montesa 125 Sprint

The motor featured a six-speed bolt-on gearbox with needle-roller bearings throughout. It also had “plugs” mounted on the crankcase mouth that protruded up inside the interior of the piston to assist in transferring the intake charge to the combustion chamber.

The Montesa 125 Sprint produced 18 hp Overall weight was just 55 kg

The petrol fuel mixture could be added to (for those demanding sections of track) by oil held in the frame that was bleed into the carburettor bell-mouth. The 55 kg bike made 18 hp and had a top speed of 150+km/h.

A top speed of 150km/h was also possible on the Montesa 125 Sprint Montesa 125 Sprint

The dolphin fairing was introduced in late 1954, replacing the handlebar unit fitted prior – it was one of the first full fairings to be offered on a race bike.

The Montesa 125 Sprint ‘dolphin fairing’ Montesa 125 Sprint

This bike was bought directly from the factory, then the second owner, Swedish racer Leigh Smeadh passed it on to the current owner a few years ago.

Montesa 125 Sprint Montesa 125 Sprint Montesa 125 Sprint
Source: MCNews.com.au

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Ducati 125 Regolarita two-stroke | Ducati’s dirt bike

February 14, 2020 mcnews Leave a comment

Ducati 125 Regolarita

With Phil Aynsley

So, who knows what the last two-stroke Ducati motorcycle was? *crickets*

Ducati 125 Regolarita Six Days

It may be a surprise to learn that the company was still producing two-strokes at the same time as the famous bevel-drive twins and even the Pantah were rolling off the assembly lines.

The original Ducati 125 Regolarita The Ducati 125 Regolarita featured a 123.7cc two-stroke

I’ll get to the very last model in a minute but to set the context I need to discuss the model it replaced first – and that was the 125 Regolarita. It was in production from 1975 to 1979 and was the largest capacity two-stroke made by Ducati.

The bike was also the largest two-stroke Ducati built Ducati 125 Regolarita

The company had a long history of bringing out “Scrambler” versions of their singles, both two- and four-stroke, in capacities from 49 to 436cc.

Ducati has a long history of Scrambler models that continues to this day The Ducati 125 Regolarita produced almost 22hp

For the most part these were more cosmetic makeovers of the road versions rather than serious off road bikes. The Regolarita was a completely new design however and was intended to be a reasonably competent dirt bike.

The bike was also an all-new design, not a converted scrambler Ducati 125 Regolarita

The piston-port, six-speed motor was a new in-house design and of 123.7cc capacity. A Dell’Orto PHB 30mm carburettor was fitted.

Ducati 125 Regolarita Ducati 125 Regolarita

The small six-litre tank held a five per cent oil/petrol premix, no injection. Output was 21.8hp at 9,000rpm. Dry weight was 108kg.

The Ducati 125 Regolarita featured a small six-litre tank Overall weight was just 108kg

The ancillaries were a confusing mixture – top quality Magura parts such as the throttle assembly (with oiler) and levers with vinyl covers versus an underslung exhaust with fibreglass guard. The tank was also fibreglass.

The 125 Regolarita was less sucessful than hoped and as a result was further optimised

The bike wasn’t particularly successful with just under 3,500 being produced. Somewhat strangely about half were sold in France, domestic Italian riders being the other main market.

The machine actually proved most popular in France and Italy

The red bike seen here had found its way to NZ before being imported into Oz and is still ridden regularly. The blue bike is also in original unrestored condition.

Ducati 125 Regolarita Six Days

Given the lukewarm reception that greeted the Regolarita, Ducati realised a more serious effort was required if they were to capture a significant share of the off road market.

Ducati 125 Regolarita Six Days

Italian 500 motocross champion Italo Forni was employed to refine the design and the 125 Six Days was the result. The frame was rejigged, strengthened and a high level exhaust used. Tank capacity was raised to eight-litres.

Ducati 125 Regolarita Six Days

The motor also received attention with power increasing to 25hp at 10,250rpm. A 34mm Bing carburettor and 14.5:1 compression (up from 10.5:1) played their part in the increase.

Ducati 125 Regolarita Six Days

35mm Marzocchi ZTi magnesium forks helped reduce the bike’s dry weight to 97kg.

Ducati 125 Regolarita Six Days

Despite being a much better off road bike than its predecessor it was all a bit late and only 1,450 were built from 1977 to 1979. So ended Ducati’s long (starting in 1958), but mostly overlooked, two-stroke history.

The 125 Regolarita marked the end of Ducati’s two-stroke efforts, but they went on to greater things
Source: MCNews.com.au

Motorcycle Gallery, Motorcycle News, News

Moto Guzzi MGS-01 Corsa Limited Edition Racer

February 13, 2020 mcnews Leave a comment

Moto Guzzi MGS-01 Corsa

With Phil Aynsley

In 2002 Moto Guzzi set up a new design centre, the “Style Laboratory” with noted Italian Guzzi tuners Ghezzi and Brian in charge.

Moto Guzzi’s MGS-01 reached production in race trim (the Corsa) and was in the region of $50k AUD

At that year’s Intermot Show the MGS-01 was shown in prototype form (fitted with a headlight). After a favourable response it was announced that two versions would be produced – an initial batch of track only Corsas, followed by a de-tuned road version – the Serie.

The powerplant was based on the Daytona 1000 Capacity was boosted to 1225cc

However only the Corsa ended up being built, in small numbers totalling perhaps 130 to 150. The motor was the only part of the Corsa to be sourced from existing Guzzi models, in this case the Centauro.

Production was much more limited than expected with only 130-150 Corsa models ever produced Moto Guzzi MGS-01 Corsa

Many modifications were made though, with the capacity increased from 992cc to 1225cc, high compression Cosworth pistons used, hot cams, six-speed gearbox, a beefed up clutch and improved lubrication.

A number of performance orientated components were used with 122hp claimed output Moto Guzzi MGS-01 Corsa

It was the final use of the Dr John Wittner designed eight-valve motor that was first seen in the 1993 Daytona.

A steel spine frame was joined by box-section alloy swingarm Moto Guzzi MGS-01 Corsa

A steel spine frame incorporated the air ducting to the throttle-bodies, and a box section alloy swingarm, together with Ohlins suspension, radial Brembo brakes and forged alloy Oz wheels completed the chassis.

Suspension was Ohlins, with Brembo brakes Moto Guzzi MGS-01 Corsa

Output was 122 hp at 8000 rpm, with a dry weight of 190 kg.

Total weight was 190 kg dry, with the Moto Guzzi offering essentially a limited edition race machine

Production ceased in 2005, although unsold stock was available for several years after that. This bike was one of six imported into Australia and was on display at the 2007 Sydney Bike Show.

Moto Guzzi MGS-01 Corsa

It later competed in the 2009 and 2010 National BEARS series and is still occasionally raced.

Source: MCNews.com.au

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Repsol Honda Team Shoot 2020 | High-Res Images

February 12, 2020 mcnews Leave a comment

Repsol Honda Team 2020

The studio photos of World Champions Marc Marquez and Alex Marquez with their 2020 Repsol Honda RC213V machines have been revealed.

Marc Marquez and Alex Marquez with their 2020 Repsol Honda RC213V machines

Having debuted the 2020 Repsol Honda Team livery at the launch in Jakarta, the Spanish duo entered the photographer’s studio to show off the colours they’ll be racing this season.

Marc Marquez and Alex Marquez with their 2020 Repsol Honda RC213V machines

The pair will soon head to Qatar for the final pre-season test, February 22 – 24, before the season begins at the same venue on March 08.

Recently they tested in Malaysia where Marc Marquez suffered two crashes and there are some doubts about how fit he will be come the season start. There are even rumours that he might even miss the opening rounds of the series if his nerve impingement problems continue… Meanwhile enjoy the images below!

Source: MCNews.com.au

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The evolution of the MV Agusta 125 Racer

February 6, 2020 mcnews Leave a comment

1950 MV Agusta 125 Racer

With Phil Aynsley

Here we have the first example of a race bike that was successfully developed over a ten year period from an also-ran, in to a six-time World Championship winner!

An early example of the MV Agusta 125 single racer

MV Agusta began their long and outstanding GP history in 1948 by racing a 125cc version of their 98cc two-stroke road bike (their first motorcycle design). However the bike was outclassed by the F.B. Mondial, a four-stroke.

In 1950 the 125 single was producing 12 hp

At the end of 1949 Arturo Magni and Ing. Piero Remor joined MV from Gilera and while best known for the famous 500cc four, a 125 was also penned by Remor.

By 1960 power would almost have doubled on the MV Agusta 125

When it debuted in 1950 the DOHC single made 12 hp at 10,000 rpm – while by 1960 power had doubled to 20 hp at 12,500 rpm! Top speed also rose from 140 to over 200 km/h over the same period.

10 years saw top speed rise from 140 to 200km/h

The first two years saw little in the way of results, Les Graham’s third at Assen in ’51 being the best result. Cecil Sandford joined the team for the ’52 season and the bike saw the introduction of telescopic forks and better brakes. Power was up to 14 hp at 10,800 rpm.

Cecil Sandford would herald the MV Agusta’s 125 turn of fortune in 1952, with telescopic forks adopted the same year

Sandford won MV’s first ever GP at the Isle of Man and went on to take the title with two more wins that year. Graham placing fourth.

The MV Agusta 125 Racer saw improvement year over year, as performance grew

1953 introduced major engine modifications including internal flywheel, a five-speed gearbox and magneto ignition.

The external flywheel seen here on the 1950 model

An Earle’s fork front end and 19 inch wheels were fitted. Output rose to 15 hp at 11,500 rpm. Sandford finished second to Werner Haas on the NSU with MVs also taking 3rd to 5th placings.

1953 saw the introduction of a 19 inch front wheel

1954 saw another NSU take the title (with Rupert Hollaus) with Carlo Ubbiali on the MV in second. Output was up to 16 hp and top speed was 175 km/h, running a dustbin fairing.

By 1954 power was 16 hp, with top speed reaching 175km/h

1955 had power raised to 17 hp and the return of telescopic forks. Ubbiali took the first of his five titles on the MV.

1950 MV Agusta 125 Racer

1956/57 saw twin-plug heads used and output up to 19 hp at 12,000 rpm. Top speed was 190 kph. Ubbiali won again in ’56 but Tarquinio Provini took the ’57 title on the Mondial with Luigi Taveri and Ubbiali 2nd and 3rd on the MVs.

Telescopic forks would later prove the best option, with 18 inch wheels also adopted

1958 saw new forks, 18-inch wheels and better brakes. Ubbiali won the championship again from Alberto Gandossi and Taveri, on Ducatis, in second and third.

The early 1950 MV Agusta 125 Racer may not have had the accolades but by 1960 it had true pedigree

1959/60 saw only minor detail changes to what was by now a fully evolved design. Output had reached its maximum of 20 hp at 12,500 rpm.

1950 MV Agusta 125 Racer

Ubbiali again took first in ’59 and Provini, now his team-mate, was runner up. A certain Mike Hailwood was third for Ducati.

1950 MV Agusta 125 Racer

1960 saw Ubbiali win the title for a fifth time from team mate Gary Hocking in second and Ernst Degner on the MZ in third.

The 1950 bike seen here is a part of the Elly collection.

Source: MCNews.com.au

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F. B. Mondial 250cc twin-cylinder GP Racer

January 16, 2020 mcnews Leave a comment

F. B. Mondial / Paton 250 GP Racer

With Phil Aynsley

I have been fortunate enough to have photographed quite a few F. B. Mondials over the years and have been very impressed with their designs.

The 1958 F. B. Mondial / Paton 250 GP Racer Mondial first experimented with siamesing two of their successful 125cc singles together

However all of their race bikes were singles – so I was intrigued, while browsing the net, to spot a photo of a collection in Italy that appeared to show a twin-cylinder Mondial GP bike.

The Mondial twin is an unusual machine from a brand renowned for their singles

After some research and emails I found myself near Milan to photograph what turned out to be a very interesting machine!

The 1958 F. B. Mondial / Paton 250 GP Racer The first design in 1955 proved a non-starter but paved the way for further development

Mondial had a couple of attempts at making a twin-cylinder GP bike it turns out. In 1955 the company’s head engineer Alfonso Drusiani designed a 250 that was basically two of the successful 125 singles siamesed together on a common crankcase.

Head engineer Alfonso Drusiani originally designed the 250

Unfortunately the result, while making a claimed 35 hp at 10,000 rpm, was both complex and overweight at 130 kg dry. Additionally the motor had a very narrow power band.

The early project was abandoned, however… it led to the bike pictured here The 1958 F. B. Mondial / Paton 250 GP Racer

Two examples were constructed and while the project was abandoned after two years it was notable as being the first racing motorcycle to use a disc brake – a fully enclosed Campagnolo design.

Count Boselli persevered with the idea however and a new twin was developed

The desire to race a twin did not leave Mondial’s owner Count Boselli however (competitors such as MV, Gilera and Ducati had all developed twins) so in 1957 Leo Tonti was commissioned to design and construct a 250cc twin to replace the company’s excellent single. It is this bike that can be seen here.

Development at the time was spurred on by the success of competitors with their twin-cylinder offerings

Tonti involved Giuseppe Pattoni and the pair had the bike ready by the end of the following year – only for Mondial to join Guzzi and Gilera in quitting their involvement in GP racing!

The 1958 F. B. Mondial / Paton 250 GP Racer The 1958 F. B. Mondial / Paton 250 GP Racer

Tonti and Pattoni then formed Paton and were able to campaign the factory’s old race bike for a time. The 250 twin made appearances at the Nations GP at Monza in ’58 and ’59 but did not progress any further.

The The 1958 F. B. Mondial 250 GP Racer would later be raced under the Paton name

The Bialbero (DOHC) two-valve motor made 35 hp and used a six-speed gearbox. Dry weight was 121 kg. In many respects the bike could be considered the first in the long line of Paton’s.

Source: MCNews.com.au

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Mick Doohan’s championship winning 1998 NSR500

December 31, 2019 mcnews Leave a comment

Mick Doohan’s 1998 championship winning NSR500

With Phil Aynsley

Continuing on from the last column (Doohan 1994 Honda NSR500 – Link), the other NSR from Mick Doohan’s collection I shot was the 1998 bike.

Honda NSR Doohan ImagePA — Mick Doohan’s championship winning 1998 NSR500

For the 1997 season Mick requested that his bikes revert back to the 180 degree “screamer” motor.

Advances to the electronics and tyres since 1991 meant the power (now near 200hp), while not totally tamed, was able to be used by those riders with the most ability.

Mick went on to win 12 of the 15 races, with Alex Crivillé taking two and Tady Okada one for a NSR clean sweep of the top four places.

The 1998 bike retained the “screamer” motor but power was reduced by up to five per cent due the new regulations requiring the use of unleaded fuel.

However torque was improved resulting in better traction and acceleration.

One other change to the motor specification was the adoption of a hydraulically operated clutch. Mick won 8 of the 14 races and his final championship.