Tag Archives: Phil Aynsley

Wayne Gardner’s 1987 Honda NSR500

With Phil Aynsley


Wayne Gardner Honda NSR PA NSR
Wayne Gardner’s championship winning 1987 Honda NSR500

After abandoning the ambitious NR500 project Honda finally joined the two-stroke brigade in the 500cc World Championship in 1982 with the V-3 NS500. Freddie Spencer finished third in the championship with two victories (behind Suzuki’s Franco Uncini and Yamaha’s Graeme Crosby) and won the title the following year.

Wayne Gardner Honda NSR PA NSR
Wayne Gardner’s championship winning 1987 Honda NSR500

For the 1984 season Honda unveiled its first four-cylinder two-stroke, the NSR500. It featured a revolutionary design that emphasised a low centre of gravity by placing the fuel tank under the motor and the four expansion chamber exhausts running over the top.

Wayne Gardner Honda NSR PA NSR
After abandoning the NR500 Honda moved onto the NS500, followed by the NSR500 in 1985

However despite Spencer winning two races at the beginning of the season he reverted to the NS500 by mid-season, eventually finishing fourth.

Wayne Gardner Honda NSR PA NSR
1987 Honda NSR500

The NSR was redesigned for 1985 and with its now conventional layout proceed to be the best bike of its era, scoring ten titles from 1985 to 2001.

Wayne Gardner Honda NSR PA NSR
Wayne Gardner’s championship winning 1987 Honda NSR500

The bike seen here is Wayne Gardner’s 1987 championship winning bike (and is owned by him and can be seen on display in the National Motor Racing Museum at Mt Panorama).

Wayne Gardner Honda NSR PA NSR
Wayne Gardner’s championship winning 1987 Honda NSR500

By 1987 the focus of the NSR’s evolution was towards better ridability – power, at over 150hp, being deemed adequate. The V-angle was opened from 90 to 112 degrees (allowing the carburettors to be placed between the cylinder banks) and a primary balancer shaft was added to quell vibration.

Wayne Gardner Honda NSR PA NSR
The carburettors placed between the cylinder banks

ATAC exhaust valve actuation was also added. Another major change was that the crankshaft rotation was reversed, spinning essentially backwards in comparison to conventional engine design. 

Wayne Gardner Honda NSR PA NSR
ATAC exhaust valve actuation was another addition

Wayne had seven victories and scored points in every round on his way to the ’87 title.

Source: MCNews.com.au

Giulietta by Luigi Peripoli | J-Be | AJW

Peripoli Giulietta

With Phil Aynsley


Peripoli PA Giulietta
1959 Giulietta Super Sport

Luigi Peripoli began making motorcycles in 1957 and by 1967 the company was the 7th largest manufacturer in Italy. Production continued up until the late 1980s. Originally their bikes used DEMM motors but later Motori Morini Franco and Minarelli units were fitted.

Peripoli PA Giulietta
1959 Giulietta Super Sport

Many of their 50cc bikes were marketed under the Giulietta name. This is a 1959 Super Sport. I love the touch of American car stying in the rear bodywork – even if it did result in the tail light having to be mounted upside-down!

Peripoli PA Giulietta
Inspiration from the tail was no doubt taken from US car culture

The company also produced mopeds, a couple of scooters and three-wheel delivery vehicles.

Peripoli PA Giulietta
1959 Giulietta Super Sport

Peripoli were sold in the US under the J-Be name, imported by the Berliner Corporation.

Peripoli PA Giulietta
1959 Giulietta Super Sport

In the UK they were sold under the AJW brand (which had been making bikes since 1926 and had been reformed in 1974) and of which Mr Peripoli was one of the directors.

Peripoli PA Giulietta
1959 Giulietta Super Sport
Peripoli PA Giulietta
1959 Giulietta Super Sport
Peripoli PA Giulietta
1959 Giulietta Super Sport
Peripoli PA Giulietta
1959 Giulietta Super Sport
Peripoli PA Giulietta
1959 Giulietta Super Sport

Source: MCNews.com.au

A folding mini-bike, from Ducati….

1964 Ducati folding mini-bike

With Phil Aynsley


I am constantly amazed at the turns of fate that occasionally result in a bike that in normal circumstances would have been lost to history, instead surviving to be photographed in the present.

Ducati Minbike Folding PA MO Scooter
1964 Ducati folding mini-bike

Here we have the sole prototype of a “folding” minibike that Ducati developed in 1964. It used the 48cc fan-cooled 2-stroke motor that was to be found in several of the company’s production bikes of the time such as the 48SL.

Ducati Minbike Folding PA MO Scooter
Two-speed 48cc fan-cooled 2-stroke motor

The two-speed gearbox was operated by the left twist grip and a whole 1.35 or 1.5hp (in the SL – depending on the market) was available.

Ducati Minbike Folding PA MO Scooter
A 1.35 or 1.5hp variant was available

The prototype used the simple method of a sliding square-section main frame member together with handlebars that slid down into the rigid front forks to achieve its change in dimensions.

Ducati Minbike Folding PA MO Scooter
1964 Ducati folding mini-bike

Full street equipment included head and tail lights, horn and luggage rack. The seat was fixed to the top of the fuel tank. The handlebar brake lever controlled both front and rear brakes.

Ducati Minbike Folding PA MO Scooter
Tank mounted seat, keeping things compact!

The bike was sent to Ducati’s US importer Berliner for evaluation, and in the twist of fate alluded to earlier, years later became the pit bike for well known Ducati tuner and team owner Reno Leoni.

Ducati Minbike Folding PA MO Scooter
1964 Ducati folding mini-bike

When he retired and moved back to Italy the bike was obtained by one of his riders, Peter Calles, who happens to be a friend of mine…

Source: MCNews.com.au

Moto Morini Corsaro Avio | Moto Morini to showcase new models at EICMA…

With Phil Aynsley


An all too brief revival of the famous Moto Morini name commenced in 1999 when Alfonso Morini’s nephew, Franco, bought the name back from Ducati (who had acquired it in the TPG buyout in 1996). The new joint-stock company Morini Franco Motori S.p.A. came into being in 2003.

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

The following year saw the announcement of a completely new motorcycle – the 1200 Corsaro. It was powered by a 87° DOHC V-twin that was designed by Franco Lambertini – who had been responsible for Morini’s V-twins, such as the 3½, back in the ’70s.

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

Corsaro Veloce, Sport & Scrambler variants followed before the enterprise went bankrupt in 2009. About 40 bikes were assembled from spare parts in early 2011 before the name was sold to Eagle Bike (a company run by two Italian entrepreneurs).

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

Limited production continued, from 2014 at a new location in Trivizio. The management changed again in 2015 with one of the owners leaving, the dropping of internet only sales and the establishment of a dealer network. New models were introduced including a revised Granpasso, Scrambler and Corsaro ZZ.

PA Morini
Moto Morini Corsaro Avio

Moto Morini are about to be re-born yet again with a display at EICMA next month where the company will present a new platform of mid-engine size motorbikes. A new platform which will be available in different models starting from the Naked and Adventure segment, a first teaser image of that new bike is below. 

Moto Morini Adventure Silhouette
Moto Morini are to unveil a new adventure bike next month

The new Morini range will be powered by the CorsaCorta 1200 cc engine, composed by the sporty Corsaro ZZ, the Corsaro ZT and the Milano, the company will also present a new element with what they claim will be a definitive version of the Super Scrambler.

In this feature though we focus on this June 2008 build Corsaro Avio that has only done 250km, and apart from being fitted with factory accessory Termignoni mufflers and having the pillion pegs removed, is in completely standard condition. Power output is claimed as 120hp at 8500rpm pushing a dry weight of 198kg.

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

Source: MCNews.com.au

Montesa 250GP two-stroke GP racer

Montesa 250 two-stroke GP racer

With Phil Aynsley


Montesa GP
Montesa 250GP two-stroke racer

One of the only two such bikes ever built, this 250cc two-stroke twin was developed in conjunction with the Villa brothers in 1967. Francesco sold his 125 and 250 designs (which he had originally conceived for FB Mondial) to Montesa in return for becoming the company’s exclusive importer for Italy.

Montesa GP
Montesa 250GP two-stroke racer
Montesa GP
Montesa 250GP two-stroke racer

While extremely fast it proved too fragile to be a success – its best result was a second place behind Mike Hailwood on the Honda 250/6 at the Italian Riccione circuit in April 1967, with Walter Villa riding.

Montesa GP
Montesa 250GP two-stroke racer

Montesa GP

However with Montesa’s efforts becoming increasingly focused on off road bikes the road racing team was disbanded at the end of the year. The Villas went on to producing bikes under their own Moto Villa name.

Montesa GP
Montesa 250GP two-stroke racer
Montesa GP
Montesa 250GP two-stroke racer

An interesting technical feature was the part water cooling system. The rotary disc valves were water cooled while the heads were air cooled. An eight-speed gearbox was used, and power output was claimed as 35hp at 9800rpm.

Montesa GP
Montesa 250GP two-stroke racer
Montesa GP
Montesa 250GP two-stroke racer

Source: MCNews.com.au

Motom | Italy’s third biggest motorcycle manufacturer in the mid 1950s

Obscure Italian marque Motom

With Phil Aynsley


The now little known Motom marque was in fact the third biggest producer of motorcycles in Italy during the mid 1950s (after Moto Guzzi and Garelli), yet most people wouldn’t even recognise the name!

PA Motom
Motom 48cc Motomic

PA Motom

It saw a spectacular rise from its founding in 1947 by Lancia engineer Battista Falchetto and businessman Frua Ernesto De Angelis. They had been inspired by the sales of Ducati’s Cucciolo motor and set about designing a complete motorcycle with a similar style of engine. The 48cc Motomic appeared later that year at the Geneva Show.

PA Motom
Motom 48cc Motomic

PA Motom

The bike proved to be a success and was soon followed by a succession of derivative models, all 48cc in capacity until 1957.

PA Motom
Motom 48cc Motomic

PA Motom

Famed Gilera designer Piero Remor joined the company briefly in 1953 and both the styling and mechanical details were tidied up during this time. Output was over 2hp at 4500rpm which was quite high for its capacity (and was easily tuned to produce more) and as a result the Motom was soon used in small capacity racing.

PA Motom
Motom 48cc Motomic
PA Motom
Motom 48cc Motomic

PA Motom

In 1953 it won its class in the 3200km Giro d’Italia at an average speed of almost 65km/h. In 1958 the factory team won every 50cc race held in Italy!

PA Motom
Motom 48cc Motomic

PA Motom

Motom had further success with the very avant-garde 98TS and 163 Delfino but closed its doors in 1971.

PA Motom
Motom 48cc Motomic

Source: MCNews.com.au

Rumi Motorcycles | 125cc two-stroke twin broke new ground

Junior Racer

With Phil Aynsley


An anchor hardly seems to be an appropriate part of a motorcycle company’s emblem, but for Rumi it made sense. Originally formed in the early 1900s to produce cast metal products such as propellers, during WWII it turned to armaments manufacture including miniature submarines, periscopes and torpedoes.

PA RumiJnr
Rumi Junior Racer – Rumi started off producing cast metal products, but later expanded

After the war Donnino Rumi (the founder’s son and a noted artist and sculptor) diversified the company’s products to include dough mixers, textile machinery and, from 1950, an individualistic range of 125cc twin cylinder 2-stoke motorcycles and scooters, all powered by the same basic engine designed by Pietro Vassena.

PA RumiJnr
Rumi manufactured a range of successful 125cc twin cylinder 2-stoke motorcycles

PA RumiJnr

This engine (in competition form) was the first in a motorcycle to employ alloy barrels with a chrome plated bore and expansion chamber exhausts – at least in a rather basic form.

PA RumiJnr
The Junior featured alloy barrels with a chrome plated bore and expansion chamber exhausts in a rudimentary form
PA RumiJnr
Rumi Junior Racer

The Gobetto in ‘Rumi | From submarines to motorcycles’ (link) was the factory’s top of the line race bike and was produced from 1951 to 1955 when it was replaced by the Junior. The Junior continued the use of chrome plated, alloy barrels and was fitted with two 18mm Dell’Orto carburettors and 10.5:1 compression pistons as standard.

PA RumiJnr
A race kit was also available for the Rumi Junior

Top speed was over 112km/h, however with the factory race kit, including larger carburettors, 11.5:1 pistons and racing exhaust pipes, this was raised to around 130km/h.

PA RumiJnr
Rumi Junior Racer
PA RumiJnr
Rumi Junior Racer front fork ‘shocks’

Earles front forks were standard but telescopic units were an option. The Sturcher rear shocks were air-assisted and featured adjustable dampening.

The Junior was the bike to beat in sport production racing in Italy and France during the late ‘50s. In 1959 it was in turn superseded by the Junior Gentleman.

PA RumiJnr
Rumi Junior Racer

Apart from having the motor rebuilt this bike is in original, unrestored condition.

PA RumiJnr
Rumi Junior Racer
PA RumiJnr
Rumi Junior Racer

Source: MCNews.com.au

Honda NSR500V | Eric Offenstadt special explored engineering concepts

Eric Offenstadt Experimental NSR500 Racer

With Phil Aynsley


The French Tecmas team competed in the 500cc World Championship from 1997 until 2000, using Honda’s NSR500V. Riders were Regis Laconi (1997), Sebastien Gilbert (1998, 1999 & 2000) and Bernard Garcia (1998).

PA TecmasNSRV
Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

This bike is an experimental design by Eric Offenstadt, tested in 2000/01 (using a 1997 frame). The major feature is the steeply angled front forks, which are adjustable between 20.5 and 23.5 degrees, together with the re-welding of the front section of the frame, changed triple clamps and the front axle positioned well in front of the centreline of the forks.

PA TecmasNSRV
Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

When the fork tubes are compressed the offset of the wheel axle varies with the angle, since it is no longer parallel to the directional geometric axis. This results in the axle being 40mm from the direct axis under no load to 20mm from the same axis when compressed.

PA TecmasNSRV
Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

Additionally the brake grip is improved as the wheel is more vertical. Finally the wheelbase is reduced even more than with a normal front end under braking but it takes a bit more braking power for the rear wheel to lift.

PA TecmasNSRV
Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

Other interesting details are the integrated brakes and the use of a single-sided swingarm with a large pinion to reduce the forces of the gearbox/chain on the rear suspension.

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Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

During testing at Almeria in 2000 Sylvain Guintoli came within 1.2 seconds of Troy Bayliss’ circuit record set on the factory 996 Ducati superbike.

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Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

Lack of funds caused the project to be cancelled in 2001. The bike carries Fredric Moreira’s name as he was the final test rider at the Pau circuit in 2001.

PA TecmasNSRV
Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV
Eric Offenstadt Tecmas Honda NSR500V

PA TecmasNSRV

Source: MCNews.com.au

Team Kawasaki Australia KR350 Prototype

With Phil Aynsley


This is the prototype KR350 sent to Team Kawasaki Australia for development during 1977. It was built in ’77 and based on a ’76 KR250. The modified 250 motor had a larger bore and a capacity of 306cc.

Kawasaki KR PA KRP
Kawasaki’s KR350 as ridden by Greg Hansford
Kawasaki KR PA KRP
The bike originally featured a KR250 motor bored to 306cc

Kawasaki KR PA KRP

Gregg Hansford tested the bike and resulting changes included modified KR750 front brakes being fitted. In 1979 a full 350cc motor was installed and the bike was raced by Rick Perry in 1980, winning the 350cc ARRC.

Kawasaki KR PA KRP
KR750 brakes were added on Hansford’s feedback
Kawasaki KR PA KRP
A 350 engine was added in 1979 and Rick Perry rode the bike to ARRC victory in 1980

Kawasaki KR PA KRP

One of the interesting features of the motor is that the water pump casing was cast integrally with the side case, rather than being a seperate unit. I was surprised to note that the whole barrel assembly is angled at 15º to the centreline of the motor.

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Kawasaki’s KR350 as ridden by Greg Hansford

Kawasaki KR PA KRP

Overseas Kork Ballington won the 1978 350cc World Championship with a dominant 9 wins. Hansford finishing 3rd with 3 victories. The result was the same the following year with five and three wins respectively.

Kawasaki KR PA KRP
Kork Ballington won the 1978 350cc World Championship, with Hansford third
Kawasaki KR PA KRP
Racing success continued until 1981!

1980 saw Anton Mang finish in second with Jean-Fraçois Baldé in third. The KR350 filled the top three positions in 1981 (Mang, Ekerold, Baldé) and for the final season of the 350cc Championship Mang again finished in first with Baldé in third. So ended the extremely successful career of the KR350!

Kawasaki KR PA KRP
Kawasaki’s KR350 as ridden by Greg Hansford

This bike was retired after the 1980 season and subsequently restored. The motor and parts are 1978 vintage.

Source: MCNews.com.au