The ultimate model in a long, long line of Ducati V-twin superbikes – the 1299 Panigale Superleggera.
With a price tag over $100,000 the 1299 Panigale Superleggera is not your regular motorcycle
The 1299 Superleggera (Superlight) was first shown at the EICMA show in late 2016 and deliveries began in mid 2017. The two major changes from the previous 1199 model were the increase in capacity to 1285cc and the use of carbon fibre in place of magnesium.
The 1299 Superleggera features heavy use of carbon-fibre in place of magnesium
In fact it was the first production bike to have a carbon fibre frame, swing arm and wheels. The larger capacity was surprisingly (given the 1199 already had the most radically over-square bore/stroke of any street legal twin cylinder motorcycle at 112 x 60.8mm) achieved by enlarging the bore to 116mm.
Engine capacity was further increased on the 1299 Superleggera
Additional engine improvements included a higher compression ratio (13:1), larger (titanium) valves and new pistons, heads and camshafts. New, more advanced electronics were also fitted.
Bodywork was also matte finish
Other interesting touches are the signed plaque (by the mechanic who timed the Desmodromic camshafts), on the rear cam chain cover and the use of matte finish paint for the bodywork.
A race kit was also provided including titanium Akrapovic exhausts as fitted here
The bike was supplied with a “race” kit which included the titanium Akrapovic exhaust system (as seen here), as well as the parts required to clean up the removal of the number plate hanger, side stand, mirrors etc. Also a paddock stand, bike cover and racing screen were all included.
Ducati Panigale 1299 Superleggera
The dry weight of 156kg was 10kg less than the standard Panigale, with the wet weights being 178kg and 191kg respectively. Power was up to 215hp at 11,000rpm compared to the standard bike’s 205hp at 10,500rpm.
Ducati Panigale 1299 Superleggera
This bike is one of the 31 (of the 500 built) that was exported to Australia, originally carrying an RRP of $109,990.
The BB1 Supermono was Bimota’s only single cylinder motorcycle. First displayed at the Cologne Show in 1994, production began the following year with 524 made, including 140 of the Biposto version (with pillion seat and painted dark blue in production from 1996).
Bimota BB1 Supermono
The BB1 used the same Rotax 650cc four-stroke motor that was used by BMW for their F650. The twin carburettor motor made 48 hp at 6500 rpm and gave the 145 kg machine a top speed of 177 km/h.
The Bimota BB1 Supermono was powered by a Rotax 650Fuel tank in the bellypan!
A single front disc was standard but a second was an option. One interesting design feature was the placement of the fuel tank under the motor for a lower centre of gravity.
A single front disc brake was offered, with an option to add a secondDual undertail exhausts
A €10,000 race kit was offered that included magnesium wheels, upgraded suspension, fuel-injection and other go-fast bits.
A race kit was also availableBimota BB1 Supermono dashBimota BB1 Supermono fuel cap
Bimota campaigned a modified BB1 in the Italian Super Mono series which used a 725cc motor that made 75hp.
Aermacchi saw a GP renaissance in the ’70s with their 250 racers
The name ‘Aermacchi’ tends to bring to mind their famous four-stroke horizontal single (or if you are of a different bent, their fabulous Schnieder Cup racing floatplanes). Two-stroke Grand Prix bikes, not so much.
Aermacchi aren’t a name commonly associated with GP racing
Add the name ‘Harley-Davidson’ to the mix and you really are in strange territory. However in the mid ‘70s the company dominated the 250 class with three consecutive championships (plus one in the 350 class)!
In the ’70s the brand did however put in a very strong showing in the 250s
Work was started on a two-stroke 250 in 1971 using the company’s Ala d’Oro 125 single as the basis. The air-cooled twin used a traditional piston port design.
A 250 was developed from the brand’s Ala d’Oro 125 single
Renzo Pasolini was the factory rider and in the 1972 season finished second to Jarno Saarinen by a single point, winning three races in the process. On a bored and stroked 350cc version he finished third to Agostini and Saarinen in the larger class. The 250 was good for 50hp and weighed 108kg.
Renzo Pasolini would race the 250 in 1972
After Pasolini’s death at Monza in ’73, Walter Villa took over riding duties for 1974 and proceeded to win the ’74, ’75 and ’76 250 championships, not to mention the ’76 350 championship.
Walter Villa later took the 250s to three titles
The factory bikes received water-cooling in ’73, with privateer bikes following in ’74. Also in ’73 the bikes became known as ‘Aermacchi Harley-Davidson’ RR250/350s.
1973 would see the bike’s branded ‘Aermacchi Harley-Davidson’
Development continued with Bimota frames appearing in ’77 and a rotary-valve motor in ’78, although HD sold its interest in Aermacchi to Cagiva before the new motor saw action. Cagiva continued to campaign both the 250 and 350 with Marco Luchinelli as their rider.
Harley later sold their interest to Cagiva, who continued to campaign the 250s and 350s
This bike was bought directly from the factory in 1976 by Spanish rider Jose Maria Mallol and raced in the domestic championship that year before being sold to José Benaigues, who in turn sold it to its present owner. Power was 58hp at 12,000rpm, with the bike boasting a top speed of 250km/h.
58hp propelled this machine to up to 250km/h
A 500cc twin was also developed from the 250, beginning in 1973. Development was shelved for two years after Pasolini’s death but in ’75 the now water-cooled motor was installed in a Bimota frame.
A 500cc twin variant was also produced in limited quantities
Of particular note was the use of four carburettors from the outset of the project. Output was 90hp at 9,000rpm and weight 127kg, offering a top speed of 280km/h. Another interesting feature were the twin front discs, which were gear driven to rotate in the opposite direction to the wheel. Only four 500s were built (this one was photographed in the Barber Museum) making them a very rare steed.
Gear driven rotors counter-rotated to the wheel
And for those wondering at the floatplane reference…
It seems hard to believe now but in the 1930s DKW was one of the largest motorcycle manufactures in the world, with over 20,000 employees. It had been a fast rise since its founding in Zschopau, Germany in 1916 by Danish engineer Jørgen Rasmussen.
DKW 350 SS
Rasmussen originally produced steam fittings before turning his hand to a steam powered car which he named the company after (Damf Kraft Wagen – “steam motor vehicle”).
DKW 350 SS – Damf Kraft Wagen
When this didn’t take off the company developed a 18cc toy steam stationary engine that sold well enough to fund the design (in 1921) of a 118cc 2-stroke auxiliary motor that could be fitted to a bicycle. Their first complete motorcycle, a 142cc 2-stroke, appeared the following year.
DKW 350 SS
By 1928 Rasmussen was doing so well that he purchased a controlling share of the small car manufacturer Audi Work AG. DKW continued to concentrate on 2-stroke motors for both bikes and cars (including forced-induction V4s fitted to some car models in the 1930s).
DKW 350 SS
In 1932 the Great Depression forced the merging of DKW, Audi, Horch and Wanderer into the Auto Union company (the four-ring logo of which is still used by Audi today).
DKW 350 SS
It was in the late 1920’s that DKW began development of the forced-induction two-stroke motorcycle engines that they become renowned for. These “Ladepumpe” (charging pump) designs used the Bichrome principle where the swept volume of the crankcase was reduced as the supercharging piston (set at 180º to the main piston) moved up, compressing the intake mix in the crankcase.
DKW 350 SS
This was timed to occur as the main piston moved down, thereby forcing the mixture into the combustion chamber. The ARe 175cc and ORe 250cc singles were introduced in 1928 and were the first of a long line of successful DKW 2-stroke racers.
DKW 350 SS – Damf Kraft Wagen
The next development was combining the Ladepumpe with multiple cylinders, in DKW’s case, split-singles. The split-single concept had been designed by Garelli in 1912, then taken up with success by Puch (winning the 1931 German GP with a 250cc water-cooled, supercharged split-single).
DKW 350 SS
The split-single concept had two pistons, each in it’s own barrel but sharing a common combustion chamber. The pistons rise and fall in unison with the intake charge controlled by one and the exhaust by the other. For DKW the advantage was the supercharged intake mixture could be introduced into the combustion chamber without a lot of it blowing out the exhaust port.
DKW 350 SS
The first of their new design was the 1935 URe 250cc which had the supercharging piston facing forwards at 90º to the main pistons. It made around 30hp at 5000rpm. A privateer version, the SS250, was also available. In 1938 the SS models were painted black and red to distinguish them from the silver and grey UL factory bikes.
DKW 350 SS
Also in 1938 the 350 motor was redesigned (along with the 500, 600 & 700cc versions used in sidecars) with the Ladepumpe cylinder back at 180º, facing down.
DKW 350 SS
These twin split-singles had a total of five pistons and six conrods, all mounted on a common crankshaft! The bikes were notorious for both the noise that made and their high fuel consumption – around 15mpg or 15lt/100km.
DKW 350 SS
The 350 SS seen here was good for 32hp at 5000rpm and had a top speed of 170km/h.
Think Ducati. Think two-stroke? Way back in the ‘60s and ‘70s the company produced a wide range of two-stroke bikes (also a pair of scooters and 3-wheeled delivery vehicles) ranging from 48cc to 125cc.
A 1963 48 Sport. Later versions had a fan-cooled motor.
Most were cheap, basic transport – but being Italian some models went a step further.
Ducati 50 SL/1
The 50 SL/1 is actually one of my favourite Ducatis. How could anyone not embrace its ‘boy racer’ aesthetics coupled with its diminutive size?
Ducati 50 SL/1
It was released in late 1966 as a replacement for the not quite as over the top 48 Sport. In typical Ducati fashion a ‘standard’ version, the 50 SL, appeared first.
Ducati 50 SL/1
This had the newly designed 50cc two-stroke motor that made 4.2hp and dispensed with the fan-cooling the last model 48 SL used.
Ducati 50 SL/1
A four-speed foot change gearbox replaced the three-speed twist grip change of the 48. The pedal assistance of the earlier motor was also dropped.
A 50 SL/1A sitting in the tray of a Ducati Muletto 3-wheeler.
The SL/1 used a different head and had a higher compression ratio, which together with additional porting and 18mm Dell’Orto carb (4mm up on the SL’s) boosted the output to a heady 6hp!
Ducati 50 SL/1
With a dry weight of 58kg a top speed of 80km/h was possible and both low or high level pipes were available.
Ducati 50 SL/1 with low pipe
The most obvious difference to the SL was the styling. A long, narrow tank was fitted that featured very sporty twin filler caps. Together with the short solo seat and exposed front fork springs the look screamed “racer”.
A 50 SL/1 fitted with the high-level exhaust photographed in Italy.
The not quite as good looking SL/1A was released for 1968, which was the final year of production for the model.
Ducati 50 SL/1
As the SL/SL1 were only intended for the domestic market very few have found their way outside Italy.
The Ducati 50 SL/1 was a domestic only model
The one seen here was imported to the US a few years ago and is in completely original condition.
In Part 2 of our look at the Hockenheimring Museum we travel up to the first floor… You can visit the first part here: The Hockenheimring Museum | Part 1 (link)
Hockenheimring Museum
Hockenheimring Museum
Some overall views of the machinery on display, the majority of which are road bikes.
Hockenheimring Museum
Hockenheimring MuseumHockenheimring Museum
Koehler-Escoffier is a now almost forgotten French manufacturer that actually produced bikes from 1912 up until 1957. Their first design was an OHV 42º 500cc V-twin (known as the Mandoline due to the shape of the crankcases).
Hockenheimring Museum
Hockenheimring Museum
The Tourism and Sport versions were produced from 1922-1928. The Sport featured a hemispherical combustion chamber with valves at 45º (25hp) compared to the Tourism’s parallel valves (10hp). A Sport won the 1922 Marseille GP.
Karl Resse from Denzlingen built this four pot homemade racer in 1965 using Kreidler cylinders. It displaced 208cc and made 26hp at 10,800rpm. The rider was Kiochi Shimada, who had been sent to Germany at the age of 15 in 1950. A highly respected racer and businessman, he, among many other things, established European Honda Trading GmbH.
Karl Resse racer
Karl Resse racer
Tuner Fritz Kläger from Freiburg built two FKS 350cc water-cooled 2-stroke triples in 1970. He had constructed three 250 twins, also water-cooled, the previous year. The 350 made 65hp at 10,500rpm (the 250cc 50hp at 11,000rpm).
While the crankcases and block were his own design, the Höckle crankshaft was identical to the DKW 350. Bultaco pistons were fitted. A Dieter Busch frame was used.
FKS 350cc water-cooled 2-stroke triples
FKS 350cc water-cooled 2-stroke triples
The 1912 Wilkinson TMC, was produced in small numbers (around 250 of all models) up until 1916 by the famous Wilkinson Sword company, the design was shown to the British military in 1908. It was originally powered by a n air-cooled transverse V-twin and featured a Maxim gun mounted on the handlebar.
After failing to impress the armed forces a redesigned 676cc four cylinder model was shown the following year, called the TAC (Touring Auto Cycle). In 1912 the TMC (Touring Motor Cycle) entered production with a water-cooled four cylinder 848cc side-valve motor of the company’s own design.
Wilkinson TMC
Wilkinson TMC
A replica 1938 Vincent HRD TT Series A and the same years’ road-going Comet.
Vincent HRD TT Series A
A 1937 ex-works Excelsior Manxman 250.
Excelsior Manxman 250
A 1948 Walter-Horak 250. Built by Jan Horack using a JAWA frame and a Walter motor.
Walter-Horak 250
A 1926 Wooler 500.
IMZ race bikes
Two IMZ race bikes (better known these days as Ural). The 1946 750cc M75 (behind) was scheduled for series production but only 150 were built between 1946-1951, all for racing. 35hp. It was an OHV version of the earlier side valve M72, a BMW R71 clone. The 1954 750cc M77 (foreground) made 45-50hp and only 70 were produced from 1954 to 1959.
1954 750cc M77
A 1930 Majestic 350.
Majestic 350
A 1904 Laurin Klement 500.
Laurin Klement 500
Two of the four Mercury motorcycles built! These 1937 bikes were designed by Laurie Jenks of Croydon as the ultimate touring bike and featured an alloy chassis & bodywork (only the guards were steel) and a ‘duplex’ front suspension (a type of hub-centre steering). Water-cooled Scott motors were fitted. The price of £115 was the same as a 1100cc JAP powered Brough-Superior!
Mercury motorcycles
This blue La Mondiale is a 1929 vintage Belgian machine that used a French Chaise OHC 500cc single motor. Several different manufactures’ engines powered later La Mondiale designs. The Ardie Silberfeil (Silver Arrow) was made from 1931 to 1934 and featured a Duralumin alloy square-section frame. A JAP OHV 500 single was used.
La Mondiale
La Mondiale
A fine example of the 1935 Gnome Rhone Model X. Built from 1935 until 1939, the Model Z used a 724cc OHV flat twin motor that made some 30hp at 5,500rpm, while the bike weighed 180kg and had a top speed of 135km/h.
In 1937 the Model X set several world speed records including the 24 hour – at an average speed of 136km/h. In 1939 a group of 12 French Army officers rode one for 19 consecutive days/nights, travelling a distance of 50,000km at an average speed of 109.4km/h!
Gnome Rhone Model X
Gnome Rhone Model X
The Osborn Engineering Company was founded in 1901 and up until 1921 they produced bikes for Burney and Blackburne. They became involved with racer Claude Temple and in 1926 an OEC Temple Anzani set the World Motorcycle Speed Record at 121mph.
In 1927 the company introduced a patented steering system (a sort of hub-centre design) that was called the ‘Duplex”. A range of bikes then followed powered by various capacity motors from JAP, Villers, Bradshaw and others. OEC even introduced a two-wheeled car, the Whitwood, powered by motors ranging from a 150cc Villers to a 750cc JAP.
Motorcycle production was interrupted by the war but resumed in 1949 and continued until 1954. This particular example is powered by a 750cc Austin four cylinder car motor.
Osborn Engineering Company
Osborn Engineering Company produced machines for other brands
The Hockenheimring Museum contains a treasure-trove of interesting two-wheeled machinery (and a few with three and four as well).
Located behind the main grandstand of the Hockenheim circuit, near Heidelburg, the museum is home to hundreds of bikes and with a floor area of 2,200 square metres it claims to have the largest collection of racing motorcycles in Europe.
From DKWs, MZs and NSUs to Kawasaki GP and endurance bikes to Nortons and home built specials, there is certainly plenty to see!
In this column we’ll look at what’s on the ground floor, with Pt2 covering the 1st floor.
This 1981 Suzuki 1000R (XR69) has a proud heritage. Graeme Crosby rode it to victory in both the World TT Formula One and British TT F1 titles. For ’81 the Yoshimura developed GS1000 motor had been fitted in a new chassis with Full Floater rear suspension. Power was over 130hp and top speed was around 170mph. Many replicas of the XR69 have since been built!
Graeme Crosby’s 1981 Suzuki 1000R (XR69)
One of the 21 original Reliant 850cc four cylinder engine Quasars produced between 1976 and 1981. Later versions used a variety of motorcycle engines.
Reliant 850cc four cylinder engine Quasar
A circle the Nortons! A fine collection of singles are on display including the 1923 Model 18 in the foreground. Designed by James Norton himself, the Model 18 saw the introduction of OHVs in place of side-valves. Output was about 25hp and the top speed over 90mph. Apart from setting speed records the Model 18 won the IOM Senior TT in ’24 & ’26. The sidecar racer is a 1949 600 that was originally exported to Melbourne.
Nortons in the Hockenheimring Museum
Nortons in the Hockenheimring MuseumNortons in the Hockenheimring Museum
Some of the more contemporary race bikes on view. Included are Kawasaki ZXR750 endurance bikes and KR250 & 350s, Dorio Romboni’s 1997 Aprilia RSW-2 GP bike, Armstrong 250GP and many others.
In 1938 NSU began development of the 350 & 500cc RK bikes with ex-Norton engineer Walter Moore as chief designer. The motor was a DOHC parallel twin with bevel drives to each camshaft. A supercharger was fitted behind the cylinders. Two 350s and a 500 were raced at the IOM in 1939 but none finished. Supercharging was still allowed in German competition until the end of 1950 so the RKs continued racing. This 500 was good for 98hp and a top speed of 168mph. See the full write up of the NSU 500RK here (link).
NSU 500K capable of 98hp and 168mph – Hockenheimring Museum
A number of the museum’s German race bikes can be seen here. Left to right: 1955 NSU 250 Sportmax, 1934 NSU 500 SS ‘Bullus’, 1954 250 Sportmax (the first one built, ex-Walter Reichert), 1939 DKW 350 SS supercharged (5 pistons!), 1938 DKW 250 SS (with Roots supercharger, ex-Martin Scheeweiss), 1936 250 SS supercharged, 1954 L100 (Russian 92cc supercharged for record breaking). Behind: 1954 NSU 125 Rennfox (ex-Werner Haas).
German Race Machines
From Left to right: One of the two 2002 short wheelbase Peraves EcoMobile Mono Turbo 1200s built. The sole EcoMobile prototype of 1982. The 1986 Colani-Egli MRD-1 record bike. Based on the Egli MRD-1 (5 built) the Colani designed machine featured a 1400cc turbo, nitrous-injected Kawasaki motor. The top section of the streamlining was worn on the rider’s back. It set the 10km standing start record of 272.41kph (top speed 330kph).
Peraves EcoMobile Mono Turbo 1200
A 1961 MZ RE250 with a Honda endurance machine behind.
1961 MZ RE250
A neat sectioned Honda VR750.
Honda VR750
A 1927 Moto Guzzi 250SS.
1927 Moto Guzzi 250SS
A pair of BMWs.
BMW boxers
Two big European hitters – a Münch Mammoth and one of the 38 Van Veen OCR rotary bikes built.
big European hitters
big European hittersbig European hitters
Detail of a Münch-URS powered sidecar. The 1971 World Championship was won by a Münch-URS outfit.
A pair of Kawasaki ZX-7 endurance racers and Jean-Fraçois Baldé’s 1982 KR350.
Kawasaki ZX-7 endurance racers
Designed and built by Rolls Royce engineer Dennis Jones in 1954 (preceded in the mid 40’s with 500cc flat-four supercharged 2-stroke and 250cc DOHC parallel twin race bikes). Even the carbs were home built!
The Moto Villa company was founded by Francesco Villa in 1961 after his long and successful career as a mechanic and rider at Ducati.
This Moto Villa 250/4 Racer was introduced in 1969 but couldn’t compete in 1970 due to a two-cylinder limit
In partnership with Mondial he resurrected their old GP bikes in 1961 and then created new two-stroke racers that used the Mondial name.
Moto Villa 250/4 Racer
Together with his brother Walter (four time World Champion for HD-Aermacchi in the 250 & 350 classes), he later introduced his own range of highly successful bikes, all featuring advanced two-stroke technology.
Moto Villa 250/4 Racer
After his time with Mondial, his design for a parallel twin 2-stroke 250 racer appeared as a Montesa.
Moto Villa 250/4 Racer
From 1968 the Villa brothers’ machines were presented under their own name. The most advanced of these was the 1969 250/4 seen here.
Moto Villa 250/4 Racer
It’s layout was basically two of the Villa’s 125 twins mounted side by side. The lower pair of cylinders were inclined 10º from the horizontal, the top pair at 20º.
Moto Villa 250/4 Racer
Originally an eight-speed gearbox was used but this was reduced to six to comply with race regulations. The bike (two were built), debuted at the Nations GP at Imola in September ’69 but it was never raced due to the FIM declaring a maximum of two cylinders for the 250cc class from 1970.
Moto Villa 250/4 Racer
Francesco Villa himself assisted with the restoration of this bike, which produces 48 hp at 11,500 rpm.
Conceived in 1956 and first run in mid 1957, the two-valve per cylinder DOHC six-cylinder was used in practice in the last round of the ’57 season, at Monza.
It was deemed to require more development work and thus didn’t make its racing debut until the same round the following year – where John Hartle was forced to retire with a broken con-rod after 19 of 35 laps.
As it turned out that was to be the bike’s only race as the 500/4 proved to be more than competitive enough in the depleted fields of post 1958 GPs (after the withdrawal of Gilera, Moto Guzzi etc). It made a final appearance in practice at the 1959 Monza round.
The transverse six is quite a sight to behold. Each cylinder is only 83 cc (46.2 x 49.5 mm). When first shown power was around 75 hp at 15,000 rpm, with a top speed of 240 km/h.
Bringing you the Best Motorcycle News from Around the Web!
We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.Ok
