Tag Archives: Phil Aynsley

Laverda OR600 Atlas ‘Adventure Motorcycle’

April 8, 2020 mcnews Leave a comment

With Phil Aynsley

Laverda had quite a history of producing off-road bikes over the years and actually had a lot of input (as development engineers), into the design of BMW’s extremely successful G/S series – so it should come as no surprise that they also took a crack at the large capacity on/off-road market themselves with the introduction of the OR600 Atlas in 1986.

Laverda’s OR600 Atlas

An updated version of the 500cc parallel twin (which had in fact been out of production for several years) had a capacity of 571cc and featured lower compression and softer camshafts than the original.

Laverda’s OR600 Atlas Laverda’s OR600 Atlas

New pistons and bigger valves together with modified heads and barrels were used. In addition strengthened crankcases, helical primary drive gears, a second balance weight and most importantly an oil cooler and larger oil pump were fitted.

Laverda’s OR600 Atlas

300 were built in 1986 but subsequent years saw only 60, 40 and 50 made for a total of 450 units. The blue/white Series 2 bikes were produced in ’87 and ’88 with Series 3 being constructed in ’89. Series 3 had a red/white paint job and twin, side-mounted oil coolers.

Laverda’s OR600 Atlas

This particular bike is the 1985 prototype and was extensively ridden by Laverda’s sales director, Giulo Frazan and is unrestored. Note that the muffler was not fitted at the time of photography.

Laverda’s OR600 Atlas

Also note that the engine number hasn’t been stamped, which was fairly usual for the company’s prototypes. Additionally the frame number is OR1000 – which is a factory mistake as all their prototypes started at 1001 (and that is the number on the paperwork)!

Laverda’s OR600 Atlas

Power was 50 hp at 7000 rpm which, with a dry weight of 151 kg, gave a top speed of 175 km/h.

Laverda’s OR600 Atlas
Source: MCNews.com.au

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Kenny Roberts Yamaha OW60 GP Racer

April 3, 2020 mcnews Leave a comment

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.

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.

1982 Kenny Roberts Yamaha OW60 GP Racer

Source: MCNews.com.au

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1956 Linto 75 Bialbero

March 31, 2020 mcnews Leave a comment

With Phil Aynsley

This little gem is the 1956 Linto 75 Bialbero (DOHC) and was photographed in the Morbidelli Museum in 2011.

1956 Linto 75 Bialbero

Lino Tonti graduated as an aeronautical engineer in 1937 and started work at Benelli. After the war he designed several motorcycles and scooters before being employed by Aermacchi to start their motorcycle production.

1956 Linto 75 Bialbero

In 1956 left the company and found the time to design and build this 75 before joining F.B. Mondial. After Mondial quit racing at the end of 1957, he and Joseph Pattoni continued the racing department under the Paton name.

1956 Linto 75 Bialbero

Tonti then designed for White (an offshoot of Bianchi) and Gilera in the 1960s before being made the technical director at Moto Guzzi. Not a bad resume!

1956 Linto 75 Bialbero

Very little is known about the 75 apart from the following basic figures: actual capacity was 70cc, with nine horsepower at 11,000 rpm. Top speed was 167km/h.

1956 Linto 75 Bialbero
Source: MCNews.com.au

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MV Agusta Ipotesi 350 Sport | Four-stroke parallel twin 1975-77

March 27, 2020 mcnews Leave a comment

MV Agusta Ipotesi 350 Sport

With Phil Aynsley

The Ipotesi (Hypothesis) was a fairly major revision of MV’s venerable four-stroke parallel twin, introduced to combat the increasing tide of Japanese models hitting European roads.

MV Agusta Ipotesi 350 Sport

It debuted as a concept bike at the Milan Show in 1973 and the styling was by famed automotive designer Giorgio Giugiaro, designer of the first VW Golf and later Ducati’s 860GT, among many other machines. It is an early example of his “folded paper” styling.

MV Agusta Ipotesi 350 Sport

While the basic motor internals remained unchanged – OHV, two-valves per cylinder – the external cases were squared off to compliment the styling. Output was increased from 27 hp at 7800 rpm to 34 hp at 8500 rpm claimed.

MV Agusta Ipotesi 350 Sport

A new, all tubular frame replaced the earlier tube/sheet steel unit. All the bodywork was new with the distinctive slotted side covers mimicking the cylinder finning.

MV Agusta Ipotesi 350 Sport

The alloy wheels were an MV design and the bike was the first production Italian motorcycle with cast alloy wheels and triple disc brakes.

MV Agusta Ipotesi 350 Sport

Production ran from 1975 to 1977 with 1,991 Sport and 350 GT/Turismo models built.

An interesting variation of the Ipotesi were the two models produced under license by the firm Hansen & Schneider, the German importers. By boring the 350’s motor out to 75mm a “500” (actually 472cc) was created.

MV Agusta Ipotesi 350 Sport

Power increased to 53 hp at 8900 rpm and wider tyres were fitted. A reduced power (42 hp at 8200 rpm) version was also available. The 500 S was built during 1976-77. Even more exotic was the 1977 500 SS. Only five of these highly modified race-only, DOHC bikes were constructed. They made 66 hp at 11,100 rpm

MV Agusta Ipotesi 350 Sport MV Agusta Ipotesi 350 Sport
Source: MCNews.com.au

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Valentino Rossi’s 1997 Aprilia R125 R

March 19, 2020 mcnews Leave a comment

With Phil Aynsley

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

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A glimpse into the Morbidelli Museum | Part 2

March 18, 2020 mcnews Leave a comment

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.

1906 Moto Reve 275 This elegant Swiss machine’s headlight produced exactly one candle power!

1919 ABC Skootamota 125. This early English “scooter” required manual pumping of the total-loss oil system.

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

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

Ducati’s 125/4

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

1939 Benelli 250

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

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

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A glimpse into the Morbidelli Museum | Part 1

March 18, 2020 mcnews Leave a comment

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.

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.

Mr Morbidelli

Source: MCNews.com.au

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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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Cagiva’s C594 500cc GP Racer | With Phil Aynsley

March 11, 2020 mcnews Leave a comment

Cagiva’s final 500cc GP Motorcycle – The C594

With Phil Aynsley

The C594 was the final version of the Cagiva 500cc GP bike, and the best looking GP bike of all time as far as I’m concerned!

Cagiva C594 GP Racer

John Kocinski won the opening round in Australia and had six other podium positions to finish third in the championship for the ’94 season.

Cagiva C594 GP Racer – Ridden by John Kocinski

This is chassis No.4 and is fitted with the aluminium swing arm used for the bulk of the season (a carbon fibre unit was used towards the end).

Cagiva C594 GP Racer with aluminium swingarm

While Cagiva had previously experimented with Ferrari-built carbon fibre frames, 1994 was the first time a composite carbon-alloy frame was used as standard.

The C594 ran a composite carbon-alloy frame as standard

Compared to the C593 it had a more sophisticated engine management system (with three maps) and while slightly down on power it was a far more manageable package.

Engine management was also beefed up on the C594

The 80º twin counter-rotating crankshafts and “big bang” firing order motor was otherwise mostly unchanged.

The powerplant was a big bang 80º twin producing 177 hp

Power on the Cagiva C594 was 177 hp at 12,500 rpm at the rear wheel and dry weight just 130 kg.

The Caviga C594 weighed in at just 130 kg

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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Tag Archives: Phil Aynsley

Laverda OR600 Atlas ‘Adventure Motorcycle’

Kenny Roberts Yamaha OW60 GP Racer

1982 Kenny Roberts Yamaha OW60 GP Racer

1956 Linto 75 Bialbero

MV Agusta Ipotesi 350 Sport | Four-stroke parallel twin 1975-77

MV Agusta Ipotesi 350 Sport

Valentino Rossi’s 1997 Aprilia R125 R

A glimpse into the Morbidelli Museum | Part 2

A glimpse into the Morbidelli Museum – Part 2

With Phil Aynsley

A glimpse into the Morbidelli Museum | Part 1

Morbidelli Museum

With Phil Aynsley

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

Cagiva’s C594 500cc GP Racer | With Phil Aynsley

Cagiva’s final 500cc GP Motorcycle – The C594

With Phil Aynsley

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

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