So you think the appearance of wings and other aerodynamic aids on MotoGP bikes over the past few years is a recent phenomenon?
1972 MV Agusta 500/4 racer prototype
Cue this prototype MV Agusta 500/4 that was tested by Phil Read at Assen in 1972.
Phil Read tested this 1972 MV Agusta 500/4 racer prototype
Apart from the front wings (remarkably similar-looking to Ducati’s first efforts in the current era of MotoGP), the motor ran backwards compared to all previous MV race motors, which is another engineering principle also widely followed in MotoGP today. This design was referred to Studio (Study) 84.
Giuseppe Pattoni was the chief mechanic for the FB Mondial GP team when the company (together with Guzzi and Gilera) quit racing at the end of 1957. He and former company engineer, Lino Tonti, then formed their own company, Paton.
Paton PG 500 R V4 Racer
Their first bike was a 125cc single, closely based on the Mondial. Mike Hailwood finished seventh on the bike in the 1958 IOM Lightweight TT. This was followed by a 250cc parallel twin which in turn spawned 350 and 500cc versions.
Paton PG 500 R V4 Racer
The 500 was the most successful and is still produced for classic racing, indeed it is generally considered the go-to bike for the 500 classes and many are still raced by high profile names at the Classic TT.
Paton PG 500 R V4 Racer
In 1975-76 Pattoni started development of a V4 2-stroke. It was the first single crankshaft V4 to appear in the 500 Championship. It was also the first design that Pattoni’s son Roberto was involved with.
Paton PG 500 R V4 Racer
However it wasn’t until 1983 that the much refined C1 500 was ready for competition. As with the original design the cylinder angle was 115º. It wasn’t until 1990 that it was changed to 90º.
Paton PG 500 R V4 Racer
A redesign in 1994 saw the angle further reduced to 70º. A boost for the team came from a visit to the Paton workshop by Youichi Oguma, head of HRC.
Paton PG 500 R V4 Racer
After being told of the difficulty in obtaining small enough carburettors to properly fit the engine architecture, Oguma arranged for a set of Keihin 36mm units, specifically developed for Honda’s NSR bikes, to be supplied to Pattoni.
Paton PG 500 R V4 Racer
The new bike showed great promise at the beginning of 1995 but a crash by rider Jean Pierre Jeandat in the warm up for the British GP affected his results for the next two years.
Paton PG 500 R V4 Racer
A further blow occurred at the start of the 1997 season when the Paton team was denied automatic entry to the Championship, ending 39 years of continuous competition by Pattoni. However he continued to develop the bike, entering occasional races as a ‘wild card’ team.
Paton PG 500 R V4 Racer
Giuseppe Pattoni died of a heart attack after a test session in August 1999. His son continued work on the bike and presented the PG 500 R for the 2000 season. The frame was by the L.M. Gianetti firm and rider Paolo Tessari entered five races and scored Paton’s final point (and only point with a 2-stroke) with a 15th in the German GP. It is this bike I photographed.
Paton PG 500 R V4 Racer
The metallic green paint was used for the first time as a tribute by Roberto to his father. Also used for the first time was a new motor design with 54x54mm cylinders. Output was 190hp at 12,100rpm. Weight 135kg.
Paton PG 500 R V4 Racer
Although Paton’s final 2-stroke was the 2001 PG500 RC, which employed a 1994 Cagiva GP chassis, it was never able to compete in the Championship.
Berneg was established in Bologna in 1954 by Paride Bernardi and Corrado Negrini to manufacture parts such as frames, tanks and mud guards for other bike manufacturers.
Berneg 175cc FarioBerneg 175cc Fario
In 1955 the company displayed their first complete motorcycle – the 160cc Iridea, taking the natural step forward to their own complete motorcycle.
Berneg 175cc FarioBerneg 175cc Fario
The Iridea was designed by Alfonso Drusiani (of FB Mondial fame) and featured a parallel twin four-stroke, using a chain driven OHC, while making 8hp at 6500rpm.
Berneg 175cc Fario
The follow up to the Iridea was the 175cc Fario, seen here, (both names refer to types of trout incidentally) in 1957. Output was up 11hp at 8000rpm, with weight of 110kg, while top speed was 110km/h. Both models were very similar in appearance, while the Iridea had smooth cam covers and unpolished engine side cases.
Berneg 175cc FarioBerneg 175cc Fario
Berneg ceased production in 1961, with reliability pointed to as a contributing factor by some.
Ducati began its motorcycle history with a single cylinder motor, the Cucciolo, in 1946 – and they continued making them until 1974, although their Spanish affiliate Mototrans kept production going until 1982.
Ducati ‘Sounds of Singles’ Supermono
Then, in 1992, a new single appeared – the Supermono!
Ducati Supermono
The brainchild of Massimo Bordi the Supermono was intended for the highly competitive Sounds of Singles race class (there were however later rumours of a road going model being developed, even one with a supercharged motor! Sadly nothing came of this and the only road going Supermonos available are Alister Wager’s offerings (link).
Ducati Supermono
After several years of development it was first displayed (with a 487cc capacity) at the 1992 Cologne Show and went into limited production the following year. Only 40 of original 550cc bikes were made in 1993-1994, with a further 27 572cc versions in 1995.
The Ducati Supermono was only produced in very limited numbers and now fetch $200k at auction!
Bordi’s ingenious concept saw him basically using the bottom half of the 888 Corsa V-twin with the vertical cylinder’s (modified) conrod connected to a pivoting lever which rotated on a pin fixed to the crankcase.
The powerplant was based on the bottom half of the 888 Corsa V-twin
He called it “doppia bielletta” (double conrod) and it provided perfect primary balance eliminating the single’s vibration without using counterweights. A small bulge in the top of the crankcase was the only exterior sign of the system. Unlike the 888 motor plain main bearings were used.
It featured “doppia bielletta” (double conrod) providing perfect primary balance
The water pump was driven from the exhaust camshaft. A dry clutch, six-speed gearbox and Weber fuel-injection completed the engine specifications.
Ducati Supermono
Due to the camshaft timing being more radical than the 888’s the power band was much narrower – 8,000 to 10,500rpm – with the motor not really running under 4,000rpm.
Taken in the Ducati museum, 2000
Claudio Domenicali (now Ducati’s CEO) designed the tubular steel chassis which was constructed at Cagiva’s Varese factory. The swingarm was by Verlicchi and Pierre Terblanche penned the fabulous bodywork.
Ducati Supermono
Unless you have the opportunity to stand next to one it is hard to comprehend how small the Supermono is. The wheelbase is 1,360mm and the seat height only 760mm. As a guide, with the bodywork removed, I measured the top of the rear shock as only knee high (about 550mm)!
Ducati Supermono 572
The 550cc version made 78hp (crankshaft) at 10,000rpm and weighed 122kg dry, while top speed was 232km/h.
Ducati Supermono 550
Ducati Supermono 550
The 572cc version used a 2mm larger diameter piston (102mm) with the same 70mm stroke as the earlier model. Power was up to 81hp at the same 10,000rpm.
Ducati Supermono 572
Ducati Supermono 572
The 572cc model also used a twin outlet muffler, 10mm longer rear shock, slightly different front forks and modified electronics. The bike I photographed is No.02 of the second (’95) production run and was originally exported to the Netherlands before finding its way to the USA.
Ducati Supermono 572
The Supermono was highly competitive in races around the world. Notable results were Robert Holden’s second at the IOM in 1994, followed by victory the next year (fastest lap 111.66mph).
Ducati Supermono 572
John Barton finished second in 1997 and third in 2000. Well known bike journalist Alan Cathcart won both the Japanese and British Supermono Championships as well as the 1994 Singles event at Bathurst on the 550 seen here (No.09 – imported by Frasers and photographed in 1993 before it first raced in the hands of Roy Leslie).
Ducati Supermono 550
Ducati Supermono 550
The Supermono was eventually overpowered by larger engined competition but remains a very highly sort after bike with prices approaching US$200,000 when one makes a rare auction appearance!
F.B. Mondial had its origins with the F.B. company (Fratelli Boselli / Boselli Brothers) founded in 1929 by Giuseppe Boselli – who was earlier involved with GD and CM motorcycle companies, together with his three brothers.
Mondial 125 Bialbero GP Racer
They manufactured three-wheeled delivery vehicles up until the factory was destroyed in WWII. In 1948 Giuseppe purchased an advanced DOHC 125cc single designed by Alfonso Drusiani and soon after hired him to run the new racing department.
The DOHC 125cc single proved a winner
Drusiani’s design was to prove quite a milestone in the small capacity class.
The 125cc single actually went on to enormous racing success!
Prior to the war (and in its immediate aftermath) two-strokes from manufacturers such as DKW, MV Agusta and Morini dominated the class; so the appearance of DOHC (Bialbero) motor from a “truck” company certainly caused a stir!
Francesco Lama debuted the bike in 1948
The bike had actually debuted at the previous year’s Italian GP, held at Faenza, ridden by former Italian 500cc champion Francesco Lama. He set the fastest lap before retiring with a mechanical fault.
Nello Pagani actually won the 125 championship in 1949, the first proper year of racing
1949 was the inaugural year of the FIM World Championships and Mondial’s rider Nello Pagani won the 125 class with two wins and a 5th place (only three rounds run).
Bruno Ruffo, Gianni Leoni and Calo Ubbiali would claim the top three positions in the 125 class in 1950
1950 saw the top three places in the championship go to Mondial riders – Bruno Ruffo, Gianni Leoni and Calo Ubbiali, all with a win apiece.
Success continued in 1951
1951 saw a repeat performance, this time with Ubbiali followed by Gianni Leoni and Cromie McCandless. Six of the top ten places went to Mondial riders. Ubbiali followed up with second place in the 1952 championship.
Mondial 125 Bialbero GP Racer
The bike seen here is one of only three 125 Bialbero GP bikes known to exist and is thought to be Ubbiali’s 1951 machine (also his mount in ’52). It is in original, unrestored condition.
Mondial 125 Bialbero GP Racer
Mondial 125 Bialbero GP Racer
The Mondial 125 Bialbero GP racer produced 12hp at 9000rpm and was good for a top speed over 130km/h.
Moto Sportive Derivate della Serie (MSDS) junior racer model
With Phil Aynsley
MotoBi was established in 1948 by the eldest of the six Benelli brothers, Giuseppe, after a disagreement saw him split from the family company.
Here’s MotoBi’s first four-stroke the Catria, which came in 125 and 175 versions
After his death in 1957 the MotoBi company’s fortunes declined and it was absorbed into Benelli in 1961, although the MotoBi name continued to be used for some of the company’s sporting models – right up to 1973.
MotoBi was founded by Giuseppe Benelli
The Catria (in both 125cc and 175cc sizes) was 1956 and the 175 Catria and was released in 1955. 200cc and 250cc versions soon followed.
MotoBi 175 CatriaMotoBi 175 Catria
The distinctive OHV motor (which became known as the “power egg”) was designed by Piero Prampolini who later went on to design the 1972 Benelli 500/4 GP bike. All the various versions of the Catria used a pressed steel spine frame.
The OHV motor ‘power egg’ engine
The 1956 175 Catria seen here is a MSDS (Moto Sportive Derivate della Serie) model. MSDS was a Formula 3 category for Junior class riders, a fiercely contested series, both by the riders and manufacturers.
The 250 TS (along with its badge engineered twin, the Benelli 250 2C) was the first all new design to emerge from Moto Guzzi after the de Tomaso take over in 1972. It was released in 1974 and remained in production until 1982.
This 1978 Moto Guzzi 250 TS only has 3km on the clocks, but poor storage took their toll
Powered by a 231cc 2-stroke parallel twin, the TS differed only from the 2C in using alloy cylinders with chromed liners, whereas the Benelli used cast iron.
The 231cc 2-stroke parallel twin generates 24.5hp
Power output was 24.5 hp at 7570 rpm, which combined with a 137 kg weight to allow for a top speed of 161 km/h.
A top speed of 161km/h was possible
Points were replaced by electronic ignition in ’75 and the original double-sided single leading shoe front brake was changed to a single disc the following year. Otherwise very little development took place during the production run.
The 250 TS pictured here features the later disc brake on the front
The bike seen here is a 1978 model and is completely original, having only 3km on the clock! However due to poor storage conditions by the previous owner its finish has deteriorated.
The 250 TS stood apart from the 2C due to using alloy cylinders with chromed linersPoints were replaced by electronic ignition in ’751978 Moto Guzzi 250 TS1978 Moto Guzzi 250 TS1978 Moto Guzzi 250 TS
The Italians seem to have provided more than their fair share of talented designers to the motorcycle community. One of these was Lino Tonti.
Lino Tonti’s Linto 500 GP
Tonti graduated as an aeronautical engineer in 1937 and started at Benelli, working on the amazing supercharged 250/4 (link). After the war he designed several motorcycles and scooters before being employed by Aermacchi to start their motorcycle production.
Linto 500 GP
Linto 500 GPLinto 500 GP
In 1956 he moved to FB Mondial, then after they quit racing at the end of 1957, he and Joseph Pattoni continued the race department under the Paton name. He then designed for White (a Bianchi offshoot) and Gilera during the ‘60s before being made the technical director at Moto Guzzi in 1967, where he headed the V7 Sport project. At Guzzi he went on to create the ‘small block’ V35 & V50 motors as well as many different prototypes.
Linto 500 GP
Linto 500 GPLinto 500 GP
His work at Guzzi didn’t curtail him to that firm’s products only however. In 1967, together with long time associate Alcide Biotti, he saw an opening for a privateers’ bike for the 500cc GP class where the Manx and G50 were running a distant second to Agostini on the MV. He took two Aermacchi 250 singles (which despite only being a pushrod design were competitive and reliable) and combined them into a parallel twin!
Linto 500 GP
Linto 500 GP
Using the barrels, heads, pistons and rods from the Aermacchi, mated to a bottom end and crankcase of his own design provided a motor that proved to be more than a match for the British singles (61hp at 9,800rpm with the bike weighing the same as a G50), if not quite up to the MVs.
Linto 500 GP
The high revs resulted in a switch from the original 180º crankshaft to a 360º design but vibration continued to be a problem with primary gear and chassis weld failures occurring.
Linto 500 GP
In 1968 two prototypes hit the track with Alberto Pagani finishing 2nd in the East German GP. For the 1969 season production of a batch of 15 bikes (possibly only 8 were completed) was begun, with two of them being for ‘works’ riders Pagani and Aussie Jack Findlay.
Linto 500 GP
These works bikes featured magnesium crankcases and 40mm carburettors (in place of the standard 36mm items). Ceriani suspension and Fontana brakes were used. Power was now up to 64hp. Pagani won the Italian GP on the bike seen here and Gyula Marsovszky finished the season in 2nd place to Agostini.
One of the most exciting ‘could have beens’ I ever shot was the Hunwick Hallam X1R.
Hunwick Hallam X1R – Australian businessman Rod Hunwick and engineer Paul Hallam
The concept of the X1R was to be a 1000cc sportbike aimed at pushing the limits of Hallam’s engine and chassis design with a machine that would be eligible for competition in World Superbike.
Hunwick Hallam X1R
Hunwick Hallam X1R – Extensive use of carbon-fibre made for an eye catching machine
Most of these images were taken at the bike’s launch at Phillip Island during the 1997 round of the WSBK. It was the first time it had turned a wheel!
Hunwick Hallam X1R
Hunwick Hallam X1R
Hunwick Hallam X1R
The bike subsequently went on to compete (as a prototype, thus not eligible for points) in the Australian Superbike Championship for the next two years as a development/publicity exercise.
Hunwick Hallam X1R
Hunwick Hallam X1R
A proprietary engine design of a liquid-cooled V-twin with four valve heads and DOHC. Finned cylinders helped with heat dissipation and 141 rear wheel horspower was claimed at 9500rpm.
Hunwick Hallam X1R
Hunwick Hallam X1R
A very full and detailed history of the Hunwick Hallam / Hunwick Harrop saga can be read at www.odd-bike.com (link).
Hunwick Hallam X1R
Hunwick Hallam X1R
This image was taken at Eastern Creek in 2002.
A shot of the Hunwick Hallam XR1 at Eastern Creek
It is certainly a shame that the project didn’t reach its potential!
Hunwick Hallam X1R
Hunwick Hallam X1R – Australian businessman Rod Hunwick and engineer Paul Hallam
Phil Aynsley’s last column featured the ultimate Ducati V-twin superbike – the 1299 Panigale Superleggera (Link), while this week our resident Ducati expert thought it would be fitting to have a look at its spiritual precursor – the 916, especially as this year marks its 25th anniversary!
Ducati’s 916
While an argument could well be made that the 851 (Ducati’s first four-valve V-twin production bike) was the company’s original “modern” superbike, I think that the impact of the 916 on the motorcycling world was such that it can truly be regarded as the first really “modern” Ducati superbike.
Ducati 916
With the introduction of the 916 Strada in 1994 Ducati took the two-wheeled fraternity by storm. No doubt it is Massimo Tamburini’s most acclaimed (and copied) design. While Tamburini himself acknowledged that he took inspiration from the 1992 Honda NR750 (Link) – particularly the underseat exhausts, his design was an even more attractive one!
The iconic underseat exhausts would become prevalent in motorcycling
The motor was a development of the 851/888, with the stroke increased from 64 to 66mm, keeping the bore at 94mm. A new engine management system was used.
The rest of the bike was new and resulted in a considerably smaller bike than the 851, both physically and visually. The design certainly had a great impact on not only the public but also other manufacturers, as evidenced by the proliferation of underseat exhausts and ‘styled’ headlights.
Ducati 916
In combination with its 996, 998 and 748 derivatives, over 63,000 were built until it was eventually replaced by the 999/749 in 2002.
Power of the original 916 was 114 hp at 9000rpm, with a weight of 198 kg, and the 916 was good for a top speed of 260 km/h.
Ducati 916
The bike in all but one of the images seen here is the first to arrive in Australia. As a committed Ducati fan I thought it appropriate to commission an Italian village themed backdrop for the shoot I did for REVS magazine.
Ducati 916
The addition of a suitably Latin looking model was a bonus! The overhead shot of a 1996 bike is included purely because it is a particular favourite of mine!
