Tag Archives: Phil Aynsley

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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

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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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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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Moto Guzzi ‘bird beak’ 250 racer

January 9, 2020 mcnews Leave a comment

Bird Beak 250 Guzzi GP Racer

With Phil Aynsley

1953 Moto Guzzi 250 with wind-tunnel designed fairings

Moto Guzzi won the first post-war 250cc World Championship in 1949 with rider Bruno Ruffo. He followed up again in 1951 (Benelli’s Dario Ambrosini taking the 1950 title) and Enrico Lorenzetti continued Guzzi’s success in 1952 (with fellow team riders Fergus Anderson, Maurice Cann and Bruno Ruffo finishing in second, fourth and sixth respectively).

The unique bird-beak front fairing on this racer was only seen in 1953

However the NSU was starting to show a lot of promise so Guzzi looked to the company’s newly installed wind tunnel to provide an advantage for the 1953 season. The result was the distinctive “bird beak” racers of that year’s championships.

Moto Guzzi experimented with both DOHC and SOHC heads, and two and four-valve options

The 250 was raced with both a DOHC head (as seen here) as well as SOHC at some races. A 4-valve head had been experimented with early in the season but the 2-valve design provided the best results. The twin-cam motor made 28 hp at 8000rpm which propelled the 125 kg bike to a top speed of 200 km/h. An enormous 40 mm Dell’Orto carb was fitted.

A 40mm Dell’Orto carb was also used

As can be seen from the position of the fuel cap, the fuel was carried as low as possible, requiring a pump to feed the carburettor. The attention to detail and workmanship of the alloy bodywork is evidenced by the shrouding of the clutch cable as it emerges from the “tank”.

The clutch cable shrouded into the tank

However all of this was not enough to retain the 250cc crown which went to Werner Hass on the NSU (with his team mate Reg Armstrong finishing runner up).

Despite the redesign the Moto Guzzi wasn’t able to win the championship but did take the final podium position through to sixth

Guzzi riders Lorenzetti, Anderson, Montanari and Aussie Ken Kavanagh (a late season replacement for the injured Ruffo), took third to sixth places. Interestingly the top three finishing riders all scored two wins apiece in the seven round season (Anderson winning the other).

Front on view of the bird-beak feature that’s now common on some adventure machinery

1954 saw full dustbin fairings being employed so ’53 was the only year the “bird beak” was used by the factory team.

1953 Moto Guzzi 250 Racer1953 Moto Guzzi 250 Racer1953 Moto Guzzi 250 Racer
Source: MCNews.com.au

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Motom Delfino & 98TS

January 1, 2020 mcnews Leave a comment

Motom Delfino & Motom 98TS

With Phil Aynsley

A few columns ago I featured the Motom 48 (link), here I’ll look at the company’s later two more advanced machines – the Delfino and 98TS.

The Delfino (Dolphin) was first shown at the 1950 Milan Show and was designed by ex-Lancia engineer Giuseppe Falchetto. Along with several other manufacturers’ bikes at the time (MV Agusta Pullman, Rumi Formicino), it comprised both motorcycle and scooter elements. The beam frame housed a 147 cc single cylinder four-stroke motor that had its barrel inclined at a 70° angle.

Due to the popularity of the 48 it took a while for production facilities to become available, which meant Delfino production didn’t begin until 1952. It now had a capacity of 163 cc and an output of 7.5 hp. The following year a slightly revised second version was released. Power was up to 8 hp and oil leaks from the valve cover were cured by increasing the number of retaining bolts to four.

In 1955 a third series was introduced which had flywheel magnet ignition with a seperate coil, boasting a dry weight of 98 kg and 86 km/h top speed.

Production came to a halt in 1957 after some 5,350 Delfinos had been made. One limiting factor to sales was the high price of the bike – 265,000 lire compared to the Vespa 125’s 150,000 lire and the Lambretta LD’s 166,000.

The company’s follow up to the Delfino was the futuristic 98, introduced at the 1955 Milan Show. The 98 proudly showed off its pressed-steel frame (Falchetto’s Lancia relationship with pressed-steel experts Farina coming in handy), which allowed for very clean lines.

The bulbous side panels provided knee grip as well as covering the actual tank, battery and tool roll. A push-button inside the right hand cover locked the steering so when the cover was locked, that single key provided security for the bike, fuel and tools.

The engine covers were high quality alloy castings and aided air flow past the horizontal cylinder. The unusual front suspension also added to the clean lines of the bike. Output was 6.75 hp at 8200rpm, with a weight of 65 kg. Top speed was 100 km/h, making for a sizable upgrade over the Delfino.

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.

The bike received a full rebuild by Honda technicians before being handed to Mick and is fitted with special presentation tyres from Michelin.

Source: MCNews.com.au

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Mick Doohan’s 1994 Honda NSR500 GP bike

December 29, 2019 mcnews Leave a comment

1994 Honda NSR500 GP
Mick Doohan

With Phil Aynsley

I made reference in a recent column (Eddie Lawson’s 1989 NSR500 | With Phil Aynsley – link) to the fact that there are extremely few Honda NSR500 motorcycles outside the factory.

Undoubtedly the largest number in private hands are Mick Doohan’s five World Championship winning bikes.

I was lucky enough to be able to spend a day photographing a couple of these recently.

I started with his first, the 1994 bike. It continued to use the “big bang” firing order motor that had been introduced in 1992.

This had all four cylinders firing within about 70 degrees of each other. Torque, traction and acceleration had all been markedly improved with this design, as was the overall ease of use.

A heavier balance shaft (originally introduced when the cylinder angle had been increased from 90 to 112 degrees back in 1987) also helped ridability.

As an aside during 1993 Honda experimented with electronic fuel injection on Shinichi Itoh’s bikes but it was deemed not enough of an advance over the standard carburettors to warrant continuing with.

One interesting feature that was introduced during 1994 was water-injection into the exhausts.

The cooling effect and resultant lowering of the gas speed gave an increase of 10 hp in the 6000 to 10,000 rpm range.

Mick chose to use the normal motor however as the carburation was compromised by the injection.

Source: MCNews.com.au

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Benelli 650S Tornado

December 29, 2019 mcnews Leave a comment

With Phil Aynsley

Benelli’s 650 Tornado is an often overlooked motorcycle. It suffered from being late to market after a three-year development period. As a result it found itself up against the likes of the Honda CB750 and Kawasaki H1 rather than the Triumph/BSA/Norton 650cc twins it was originally aiming at.

Benelli Tornado PA BenelliS — The Benelli 650S Tornado can be accused of coming just a little too late

It was first shown, in prototype form, at the 1967 Milan Show but it wasn’t until 1970 that the first production model went on sale in its main intended market, the USA. European deliveries started the following year.

Originally intended to be a 350cc, it was soon changed to a 650. The motor was designed by Piero Prampolini (who created Benelli’s successful horizontal singles) and Luigi Benelli penned the double-cradle frame.

The first version (just the ‘650’) suffered from the lack of an electric starter and engine vibration above 4000 rpm. Power from the very over square motor (84×58 mm) 360º twin was a claimed 50 hp at 7400 rpm, giving a top speed of 176 km/h.

With the transfer of the company to Alejandro De Tomaso in 1972 Prampolini redesigned the bike (now the 650S) to add a Bosch electric starter behind the cylinders (formally the place of the alternator), rebalanced crankshaft, increased compression, revised gear ratios, new exhaust system, new instrumentation and revised graphics. Power was increased to 52 hp and claimed top speed to 190 km/h. The bike seen here is an original, unrestored 650S.

The final S2 version appeared in 1973 and featured improved low end torque and increased rubber mounting of various components such as the handlebars and foot pegs.

A clear handlebar fairing, long humped seat and revised graphics including black engine side cases completed the makeover. Altogether about 3000 of all versions were built.

Source: MCNews.com.au

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Randy Mamola’s Cagiva C589 Racer

December 26, 2019 mcnews Leave a comment

With Phil Aynsley

The Cagiva brothers began their quest for 500cc World Championship glory in 1978 with a modified RG500 Suzuki as the base machine. This was followed at the final race of the 1980 season with the C1 – a bike built around a much modified Yamaha TZ500 motor.

Cagiva Randy Mamola PA CagivaC — Randy Mamola’s Cagiva C589 Racer from 1989

It wasn’t until 1981 that a completely in-house design appeared, the 2C2. It featured a transverse four-cylinder motor (outside cylinders reversed) with four disc-valves mounted above the gearbox and driven by toothed belts.

1982 saw the troublesome straight four dropped mid season for a new square-four design and resulted the team’s first top ten finish – by Jon Ekerold at Hockenheim.

1985 saw the introduction of Cagiva’s first V4 design in the C10. The 90 degree motor used twin crankshafts and was housed in a frame similar to the Yamaha’s Deltabox. The V-angle was reduced to 58 degrees for 1987’s C587 which enabled the whole bike to be more compact. Didier De Radigues scored a fourth place finish in the Brazilian GP.

The team’s first podium came in 1988 with the C588 at Spa with Randy Mamola. He also had three other top ten places. The bike featured a ‘banana’ swingarm together with a stronger frame, more compact motor and a new ‘one piece’ bodywork design by Massimo Tamburini.

The C589 seen here continued with Tamburini’s sealed bodywork (foreshadowed by his Ducati Paso design), but the chassis employed a horizontal rear shock absorber layout which proved to be a mistake as it compromised both the steering geometry and weight distribution making it difficult for the riders to get the motor’s higher power output to the ground.

As a result Mamola finished the season in 18th and spent most of the season pulling spectacular wheelies to entertain the crowd (his best result was seventh in Yugoslavia).

The Cagiva C589 had a dry weight of 122kg and made 150hp at 12,000rpm.

Source: MCNews.com.au

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Tag Archives: Phil Aynsley

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

Ducati 125 Regolarita

Moto Guzzi MGS-01 Corsa Limited Edition Racer

Moto Guzzi MGS-01 Corsa

The evolution of the MV Agusta 125 Racer

1950 MV Agusta 125 Racer

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

F. B. Mondial / Paton 250 GP Racer

Moto Guzzi ‘bird beak’ 250 racer

Bird Beak 250 Guzzi GP Racer

Motom Delfino & 98TS

Motom Delfino & Motom 98TS

Mick Doohan’s championship winning 1998 NSR500

Mick Doohan’s 1998 championship winning NSR500

Mick Doohan’s 1994 Honda NSR500 GP bike

1994 Honda NSR500 GP
Mick Doohan

Benelli 650S Tornado

Randy Mamola’s Cagiva C589 Racer

Bringing you the Best Motorcycle News from Around the Web!

Ducati 125 Regolarita

Moto Guzzi MGS-01 Corsa

1950 MV Agusta 125 Racer

F. B. Mondial / Paton 250 GP Racer

Bird Beak 250 Guzzi GP Racer

Motom Delfino & Motom 98TS

Mick Doohan’s 1998 championship winning NSR500

1994 Honda NSR500 GPMick Doohan

Bringing you the Best Motorcycle News from Around the Web!

1994 Honda NSR500 GP
Mick Doohan