Tag Archives: Phil Aynsley

Bimota DB1 | Ducati 750 Pantah F1 powered Bimota

Bimota DB1

With Phil Aynsley


I covered the Bimota DB1 SR in a previous column, so it’s only proper that we have a look at the ‘base’ DB1 – if any Bimota can be considered to be such a thing!

Bimota's DB1
Bimota’s DB1

The DB1 had a fairly fraught beginning before going on to be Bimota’s best selling model. Ducati (in the form of Gianfranco Castiglioni one of the two brothers who owned Cagiva which in turn owned Ducati at the time) originally commissioned Bimota to develop a bike employing the 750 F1 Pantah motor, paying 50 per cent of the contract price up front.

The management team of Giuseppe Morri and Federico Martini (this was the first design undertaken by Bimota following Massimo Tamburini’s departure) appointed Pier Luigi Marconi and Roberto Ugolini, the pair were later responsible for the Tesi, to oversee the project. It was developed up until the prototype stage at which point Morri met with both Castiglioni brothers – only to have Claudio, who did not like Morri, cancel the project!

When the project was cancelled by Claudio, Bimota took it in-house
When the project was cancelled by Claudio, Bimota took it in-house

Given Bimota’s investment in the design (and to prove Claudio’s judgement wrong) Morri contacted Gianfranco and offered to refund Ducati’s deposit if Bimota could then own the rights to the design. This was agreed and the rest is history! This of course left Cagiva without a new model so Claudio hurriedly employed Tamburini to design one – and the 750 Paso was the result.

The DB1 entered production in 1985 and continued until 1990, with some 687 (not counting prototypes) made across several versions.

The Bimota DB1 was produced until 1990
The Bimota DB1 was produced until 1990

The bulk of the 400 “base” models went to Japan (307). One of the five kits included in the 400 came to Australia via the importer at the time Ian Gowanloch and was used as the basis of his DB1 race bike – the images here are of rider Chris Oldfield at Bathurst. About 20 DB1s were imported to Australia and I was lucky enough to be lent the demo bike for a week!

It remains the best handling bike I have ever ridden. A lasting impression was how condensed the bike was. You basically couldn’t fit a cigarette paper between any two components! It was acknowledged in every road test that the bike was the first fitted with 16-inch wheels to handle properly. The DB1 made 62 hp at 7,500 rpm and weighed 161 kg dry, while top speed was 223 km/h.

Chris Oldfield at Bathurst in 1987.
Chris Oldfield at Bathurst in 1986

The DB1J was a 400 cc version intended for the Japanese market only and all 53 were exported there, producing a restrained 42 hp.

63 DB1S were also made during 1986-7. They featured a slightly higher state of tune with 40mm carburettors and a more free-flowing exhaust system (still a two-into-two) and produced an extra 10 hp, to 72 hp in total. The DB1SR I have already covered, of which 153 were built.

Caption: Chris Oldfield at Bathurst in 1987
Caption: Chris Oldfield at Bathurst in 1987

The last 7 frames were used in 1990 to produce the SR Series Finale.

In addition 11 DB1R race bikes (although one was a chassis only) were built for both the factory team and various other importer teams, and five went to the US. Power was up to 92 hp and dry weight just 134 kg.

Source: MCNews.com.au

Kevin Magee’s 1992 Yamaha YZR 500 0WE0 two-stroke GP racer

1992 Yamaha YZR 0WE0

With Phil Aynsley


This is the factory Yamaha YZR 0WE0 ridden by Kevin Magee to second place in the 1992 500cc All Japan Championship, where Magee finished behind fellow Aussie Daryl Beattie on an NSR Honda. Peter Goddard had won the Championship for Yamaha on the 0WD3 the previous year, so it was a good time for Aussie riders!

Kevin Magee's 1992 Yamaha YZR 0WE0
Kevin Magee’s 1992 Yamaha YZR 0WE0

The owner has bodywork in both the 0088 AJC colours (seen in the two images of Kevin demoing the bike), as well as in 1989 Team Roberts Lucky Strike colours.

Kevin Magee's 1992 Yamaha YZR 0WE0
Kevin Magee’s 1992 Yamaha YZR 0WE0

The bike is fairly unusual for the period in retaining the factory frame. Most factory YZRs, even the GP teams, were using the ROC chassis.

Kevin Magee's 1992 Yamaha YZR 0WE0
Kevin Magee’s 1992 Yamaha YZR 0WE0

Yamaha experimented with various firing orders during the year (180º was the normal) with a 0-90º “big bang” motor being used from half way through the GP season. Kevin preferred a 90-270º firing order however – but this wasn’t used in GPs. The output of 160 hp was 5 hp up on the 1991 0WD3.

Source: MCNews.com.au

F.B. Mondial 200E model and Comfort prototype

F.B. Mondial 200E

With Phil Aynsley


F.B. Mondial was founded by Giuseppe Boselli in 1948 purely to make racing motorcycles. It succeeded brilliantly winning every race of the 1949, 1950 and 1951 125cc World Championships!

The early success resulted in public demand for road bikes so in late 1949 the company’s first production street bike was displayed, the 125 Turismo.

Designer Alfonso Drusiani made sure the bike’s appearance echoed that of the race bikes with a silver and blue paint scheme and a similar motor bottom end, although the barrel and head were very different.

In 1951 a 200cc model was released. It employed a similar blade front forks and plunger rear suspension to the 125 models which had expanded to include Sport and Super Sport versions, as well as the same style tank and bodywork.

F.B. Mondial 200E

The new motor used an enlarged version of the 125’s bottom end with the biggest changes (apart from the capacity) being the barrel and head. Two rounded protuberances on the head covers suggested that this was a DOHC design. However they were purely cosmetic and the motor was in fact a simple OHV design.

For 1953 the 200 received telescopic front forks and a swing arm rear suspension and was available in both Turismo and Sport versions.

1955 saw the 200 referred to as the Extra Lusso – a name Mondial used for their sport touring models. The bike seen here is a 1955 model. It had been restored in Italy prior the the current owner purchasing it but the white tank striping is an incorrect shape and should be confined to the rear of the tank only.

Output was 12 hp and top speed reached 110 km/h.

200 production ceased in 1957. However the following year a handful (perhaps only two) of prototypes were built of a 200 Comfort model. These were designed with the American market in mind but did not proceed to production.

The motors appear to be bored out 175 ST (which had entered production in ’57) units rather than the old 200 unit. That makes the original and unrestored bike I photographed a very rare bike indeed!

Source: MCNews.com.au

Obscure Italian manufacturer Pegaso (Pegasus)

Pegaso Motorcycles

With Phil Aynsley


Pegaso (Pegasus) was a product of the Milan based SIM (Società Italiana Motori) which was founded by two former employees of the Motom factory in 1954. They collaborated with OPM who provided the frames and Taglietti who did the assembly. The motor had marked similarities to Motom’s own 48cc unit.

Obscure Italian manufacturer Pegaso (Pegasus)

Both mopeds and motorcycles were made with the models being the T, GT, S and 1959 GT.

All shared the same 48cc OHV 4-stroke motor that had a 3-speed gearbox.

A pressed steel backbone frame was also a common feature.

 SIM closed in 1961 (or possibly 1964, reports differ). 

This bike is thought to be a T but the model year is unknown.

Source: MCNews.com.au

Ducati 500 Sport Desmo

Ducati 500 Sport Desmo

With Phil Aynsley


I covered Ducati’s first production parallel twin, the 500GTL, in an earlier column (link). Now we can have a look at the more successful follow up models.

Ducati 500 Sport Desmo

Due to the public’s poor response to the GTL the company rapidly introduced the Sport Desmo the following year, 1976. Leo Tartarini was responsible for the new styling (later used on the Darmah V-twin) which completely transformed the look of the bike.

While the change to Desmo valve operation was the biggest engine modification, other improvements included the compression ratio being raised to 9.6:1 and together with larger 30 mm carburettors the result was a power increase to about 50 hp at 8500 rpm – a marked improvement over the GTL’s 35 hp! Weight however had risen from 170 to 185 kg.

Ducati 500 Sport Desmo

Other changes from the GTL were the use of a double downtube frame (still using the motor as a stressed member), cast FPS wheels and a rear disc brake.

A 350 cc version was also built with 1,166 produced up until 1980. The one seen here was imported to gauge demand and probably the only one in Australia. It is original condition and ridden regularly.

Ducati 350 Sport Desmo

Given Australia was Ducati’s largest export market during the ‘70s we received reasonable quantities of 500 Sport Desmos with 224 reaching these shores.

Interestingly the bike seen here is one of the final batch of 67 Sport Desmo’s requested by the Australian importers Frasers in 1983, four years after the previous order. As with Frasers’ 1978 orders of the 750GT and Sport, this last batch of 500 Sport Desmo’s were also likely built from parts.

The only difference to the earlier bikes was the use of Oscam wheels – although this bike has one of each! It is fitted with aftermarket Hagon rear shocks and a dogleg clutch lever.

The Ducati 500GTV

The 500GTV replaced the GTL in 1977 and used the styling and chassis of the Sport Desmo with the valve-spring heads of the GTL.

Differences to the SD included the engine cases being painted black, different body work paint colours, a kick starter, higher handlebars and a full dual seat.

Production ceased in 1981 with 700 500s (36 imported to Australia in ‘77) and 958 350s built.

A line up of parallel-twins in Carlo Saltarelli’s collection in 2008. The green bike is a 350GTV and the red bike a 350GTL.

Source: MCNews.com.au

Laverda’s first multi-cylinder machine

Laverda 200 Twin

With Phil Aynsley


Laverda’s first multi-cylinder motorcycle was the 200cc twin that was debuted in 1961 and entered production the following year.

Laverda 200 Twin

The bike was designed as an “everyday” model and the pushrod motor put out 11 hp at 6500 rpm. It featured a large ‘plunger’ type oil pump that ran off the rear of the crankshaft assembly.

The chassis was a combination of a tubular front cradle that was connected to a pressed steel rear section, giving the bike quite an overall “smooth” appearance. Weight on the Laverda 200 Twin was 120 kg and top speed reached 115 km/h.

Laverda 200 Twin

Production finished in 1967 after some 4,500 were built – with this bike being the last off the line. It wasn’t sold until 1971.

Source: MCNews.com.au

MV Agusta 350 cc six-cylinder four-valve prototype

MV Agusta 350/6 four-valve prototype

With Phil Aynsley


MV Agusta’s first six-cylinder race bike was the 500/6 of 1957 but a 350cc version was also envisioned. The prototype (which as with the 500/6 used a two-valve head) made a single appearance – in practice at Monza at the end of 1957.

MV Agusta 350/6 four-valve prototype

Ten years later Count Agusta followed Honda’s lead (they had won the ’67 350cc championship with Mike Hailwood on the 297 cc six-cylinder RC174) by having his engineers dust off the old 350/6 drawings and constructing a modernised version.

The same DOHC design, but with four-valve heads and oil-cooling, was employed. A seven-speed gearbox and six Dell’Orto SS16 carburettors were fitted. The end result was a bike that made 75 hp at 16,000 rpm, had a dry weight of 149 kg and a top speed of 250 km/h. Hailwood tested the bike at Monza in 1968.

MV Agusta 350/6 four-valve prototype

Agostini was against the development of the 350/6 due to its weight and width hindering his riding style. As a result Angelo Bergamonti was drafted into the team to develop the bike which underwent a prolonged testing regime that was terminated after Bergamonti’s death during a street race at Riccione in 1971 (which ended street circuit racing in Italy).

The sole 350/6 constructed is now owned by ex-factory employee Lucio Castelli and is demonstrated regularly. The images of the bike here were taken at the Phillip Island Classic in 2003. The shots of the cylinder head were taken at the Elly Collection in 2013.

Source: MCNews.com.au

Derbi 2.002 Gran Prix 6V | lightweight 200 cc parallel-twin

1976 Derbi 2.002 GP 6V

With Phil Aynsley


The mid to late 1970s was a turbulent period for the Spanish motorcycle industry. Bultaco, Mototrans and Ossa closed their doors while Montesa was taken over by Honda and Sanglas by Yamaha. Which left Derbi as pretty much the sole survivor of the major brands to remain in original hands.

1976 Derbi 2.002 GP 6V

Perhaps one contributing factor for this was the company’s desire to keep at the front of current technology. This 1976 2.002 GP 6V is a good example. The 2.002 referred to the ‘200 cc’ capacity and two-cylinders, at a time when single-cylinder motors were the norm.

It was the most advanced bike produced in Spain at the time and used a 187 cc 2-stroke parallel-twin motor that originally had a five-speed gearbox that was quickly changed to a six-speed. Other features included a digital gear indicator and a twin leading shoe front brake.

1976 Derbi 2.002 GP 6V

Later versions had a single disc at the rear and twin discs at the front. The engine capacity was also increased to 199 cc which resulted in output rising from 23 hp at 7600 rpm to 27 hp at 8600rpm. Weight of the 2.002 models was around 125 kg, depending on the version.

The last version of the 2.002 was the 250T of 1978. Apart from the capacity and power increases the 2.002 name was dropped.

Source: MCNews.com.au

New Zealand’s only Bimota DB1 ‘DB1RS’

Bimota DB1 ‘DB1RS’

With Phil Aynsley


Known as either the DB1SR, according to the homologation plate, or the DB1RS going by the stickers – you’ve got to love Italian bike manufacturers – this was the final major version of the iconic DB1. It was followed by 7 SR Serie Finale bikes in 1990, however before then 153 were produced from 1987 to 1989.

Bimota DB1 ‘DB1RS’

While the earlier versions used the 750 cc Pantah engine in standard form, the SR’s motor was in a much higher state of tune – with Montjuich specification cams, higher compression pistons, a two-into-one exhaust derived from the racing R model and 41.5mm Dell’Orto carburettors matched to intake ports enlarged to 34 mm. Wheels were two-piece Marvic/Akront units. Four-piston Goldline Brembo front calipers were also fitted.

Bimota DB1 ‘DB1RS’

Most SRs were painted as a reverse of the standard model (as seen here) but some US spec bikes were painted in tricolour and had different wheels and stickers. The SR made 15 hp more than the standard DB1 – meaning 82 hp at the crank. Top speed was 228 km/h. This was the only RS sold new in New Zealand and is ridden regularly.

Source: MCNews.com.au

Parilla 175 Gran Sport production racer

Parilla 175 Gran Sport

With Phil Aynsley


One of the most successful “production racers” to come out of Italy was the Parilla 175 Gran Sport, seen here as a 1959 model. Giovanni Parrilla went into the motorcycle business in 1946 with two new race bikes penned by Giuseppe Saimaggi.

Parilla 175 Gran Sport

The first, a bevel-driven SOHC, was raced in late ’46 then officially launched at the ’47 Milan Show. The DOHC version soon followed and both bikes had their successes (the DOHC bike winning its class in the 1950 Milano-Taranto) helping to establish the brand.

Saimaggi, together with Alfredo Bianchi, then created the famous high-cam engine which was first seen in the 1952 175cc Fox road bike. The camshaft was located at the top of a tower on the left hand side of the motor and driven by a chain. Very short pushrods then operated the rockers. The motor was later enlarged to 200, then 250cc with most of the later being exported to the US (some in the Wildcat) – 1963 Moto Parilla 250 Wildcat | 114kg | 26hp.

Parilla 175 Gran Sport

The slightly higher tuned Fox Sport made 14 hp and the 175 Grand Sport/MSDS (Macchina Sport Derivato dalla Serie) production racer (together with the 250GS) was the top of the line model that remained competitive until factory closed in 1967. Indeed American racer Ron Grant finished second on a 250GS in the 1964 US GP.

A small interesting point is that as a great fan of the Manx Norton, Giovanni Parrilla paid homage to it by using the same silver/black colour scheme for his factory racers.

Source: MCNews.com.au