It’s a bit difficult to think that 50 years ago a venerable East German company could be at the forefront of motorcycle design, but such was the case with VEB Motrradwerk Zschopau (better known as MZ) and its two-stroke racers!
VEB Motrradwerk Zschopau were better known as MZ
After establishing his company in Zschopau in 1906, Danish engineer Jørgen Rasmussen soon started supplying motors that could be fitted to bicycles.
The company was founded by Jørgen Rasmussen
In 1917 he invented a steam-powered car (the DKW) and in 1920 began production of his first 2-stroke motorcycle engines. The company was renamed DKW in 1923 and started racing in 1927.
Inventions include a steam powered car and later two-stroke racers
Success was quick to come and by 1929 the company was the world’s largest motorcycle manufacturer. In 1956 the company’s name was once again changed, to VEB Motrradwerk Zschopau.
MZ was actually the world’s second largest motorcycle manufacturer in 1929!
MZ won its first 125 and 250 GPs in 1958, with rider Horst Fügner finishing second overall in the 250 class.
Racing success came later with 125 and 250 GP wins in 1958
The man behind this result was designer Walter Kaaden who was the first to incorporate three key technologies into a two-stroke motor – the conical expansion chamber exhaust, the disc-valve intake and the boost port. His 125cc design was the first normal aspirated motor to make over 200hp per litre.
Walter Kaaden incorporated a number of new technologies
The East German company’s race efforts were always hampered by both the communist regime and underfunding with the result that at the end of the Swedish GP, the final race of the 1961 season, star rider Ernst Degner defected (with a suitcase of race parts and drawings).
Ernst Degner would race MZ but later defected
The plan had been hatched earlier in the year with Suzuki, who’s racing efforts up until that stage had been rather unsuccessful. Kaaden’s work was disseminated to the rest of the world and the rise of the two-stroke, especially in competition, was the result.
Ernst Degner bringing MZ’s designs to the rest of the world is credited with the rise of two-stroke racing
MZ continued on after this setback however with a variety of designs, this 1966 RE250 being one. Riders Derek Woodman and Heinz Rosner finish fourth and sixth that year.
MZ RE250 two-stroke racer
Dieter Braun used this bike in 1969-70, finishing the season in 10th. The RE250 made 50hp (the 125 30hp) which had been increased to 58hp by 1970.
Nobuatsu Aoki’s 1998 RGV500 XR88 Grand Prix motorcycle
With Phil Aynsley
This is the 500cc Suzuki RGV/XR88 that Nobuatsu (Nobby) Aoki raced in the final three races of the 1998 season. His best finish was a fourth in the Madrid GP, with an overall ninth position in the 1998 Grand Prix Motorcycle Road Race Championship.
Nobuatsu Aoki’s 1998 RGV500 XR88 Racer
Suzuki tried several different chassis during the year, this being the final version. Compared to the previous year’s bike, the main motor change was the use of Keihin carburettors rather than Mikunis.
Nobuatsu Aoki’s 1998 RGV500 XR88 Racer
The V4 used twin crankshafts at an 80º angle with both reed and exhaust valves. Output was 180 hp with a wet weight of 135 kg, while top speed was 320 km/h.
Nobuatsu Aoki’s 1998 RGV500 XR88 Racer – A staggering 180hp was on tap with a wet weight of just 135kg
This bike was also ridden by Yukio Kagayama in the 1999 All Japan Series.
Nobuatsu Aoki’s 1998 RGV500 XR88 Racer
Suzuki’s RGV500 saw success in the hands of a number of riders, including Kevin Schwantz who claimed the 1993 World Championship, and raced an RGV500 from 1987 through to 1995, with other notable placings including three fourths, a third and a second in the championship during this period.
Nobuatsu Aoki’s 1998 RGV500 XR88 Racer
Daryl Beattie also campaigned an RGV500 to second in the championship in 1995. Beattie was on course to win the 500cc Grand Prix World Championship in 1995, but a crash at Assen proved costly with Mick Doohan going on to claim the crown for Honda.
The name ‘750 Imola’ normally brings a silver Ducati to mind, however Ducati wasn’t the only Italian manufacturer to field a 750 Imola in the famous 1972 race.
Alberto Pagani’s MV 750 Imola
MV Agusta was there with factory riders Giacomo Agostini and Alberto Pagani on very special versions of their 750 Sport.
Alberto Pagani’s MV 750 Imola
These were very much race bikes, with many substantial changes from the road bike.
Alberto Pagani’s MV 750 Imola
The cylinders were cast in one block, instead of separately, while the heads were different castings with fewer fins and revised valve angles.
Alberto Pagani’s MV 750 Imola
The 29 mm SS1 Dell’Orto carbs were bored out to 30 mm. All these modifications resulted in an output of 85 hp at 9000 rpm.
Alberto Pagani’s MV 750 ImolaAlberto Pagani’s MV 750 Imola
Interestingly the two bikes used different frames and tanks. The bike I photographed here is Pagani’s machine, that Ago used as backup after Pagani injured his arm in practice. The visual frame differences can be seen under the rear of the tank.
Alberto Pagani’s MV 750 Imola
The Pagani bike is as per 1972, whereas Ago’s bike was modified greatly after the ’72 race (in which he led for the first few laps before being passed by Ducati riders Spaggiari and Smart, then retiring).
Alberto Pagani’s MV 750 Imola
A chain final drive, box section swing arm and dual Scarab front discs were the main external changes.
This bike now resides in the Barber Museum in the US, where these shots were taken in 2014. The Pagani bike was in the Elly collection when I photographed it in 2013.
Ago’s 750 at the Barber MuseumAgo’s 750 at the Barber Museum
When it launched in 1975 the Moto Guzzi V 1000 I-Convert became the first production motorcycle fitted with an automatic transmission. Honda’s CB750A followed in 1976.
Moto Guzzi V 1000 I-Convert – The first motorcycle to boast an automatic transmission
The impetus behind the idea came from De Tomaso who thought Guzzi’s future lay in more touring oriented models, rather than sporting ones. While the chassis and running gear was almost unchanged from the 850 T3 California the motor received considerable attention.
Moto Guzzi V 1000 I-Convert
It was one the first Guzzis to use the 949cc version of two-valve V-twin. A Sachs torque converter and dry multi-plate clutch replaced the normal 5 speed gearbox and single plate clutch.
Moto Guzzi V 1000 I-Convert
However a manual two-speed gearbox (requiring the use of the clutch) was used so as to enable low or an overdrive high range. Low was good for about 130km/h and while the manual advised against it, high could be selected under 65km/h.
Moto Guzzi V 1000 I-Convert
Normal practice was to engage either high or low gear before riding off, depending on whether town or open road use was planned. A wet weight of 272kg and maximum output of 71hp at 6500rpm limited the top speed to around 170km/h.
Moto Guzzi V 1000 I-Convert
Other modifications to accompany the transmission was an ATF pump, holding tank and cooler with associated plumbing.
Moto Guzzi V 1000 I-Convert
The Convert was updated in 1979 and was sold until 1984 but it was never a big seller. This US model is in unrestored, standard condition, apart from the mufflers.
Cor Dees was a Dutchman with a serious Laverda addiction! He bought his first Laverda in 1988 and, as can be seen, added the odd one or two after that.
The Laverda Museum
He constructed this purpose built building in Lisse which opened in 2006 and I photographed there in 2015.
The Laverda Museum
Unfortunately, due to ill health, it had to be closed in 2017 and the collection has since been sold. Thus it was lucky that I was there to shoot these bikes well before then, and can now present this incredible collection here for your enjoyment.
The Laverda Museum was put together by Cor Dees
The Laverda Museum – Unfortunately due to ill health it was closedThe Laverda Museum – The collection was later sold offThe Laverda Museum – 81 models were featured alongside extensive memorabiliaThe Laverda Museum – Dees started collecting in ’88 but quickly became addicted to the iconic Italian brandThe Laverda Museum – Dees built a close relation with the Laverda familyThe Laverda Museum
Cor built up a close relationship with the Laverda family and was able, with the help of the late Massimo Laverda, to obtain the remaining spare parts and two incomplete V6 prototypes as well as vast quantities of period advertising material, film, documentation and other memorabilia. In all some 81 bikes, scooters and mopeds comprised the collection, covering the years from 1950 to 2000.
This was the original Laverda sign over the factory and weighs in at 400kg
This is the 400kg marble sign that hung over the entrance to the Laverda factory from 1952 until the building was demolished in 2000.
The Laverda Museum – The collection included a number of race machines
The Laverda Museum – Including the brand’s V6The Laverda MuseumThe Laverda MuseumThe Laverda Museum – The 1000cc V6 (closest)
The Laverda Museum – An original Laverda drawing board
One of the original drafting boards.
The Laverda Museum
Laverda manufactured a wide range of agricultural equipment from their founding in 1873, such as this press.
The Laverda name is actually used to continue to produce heavy farm machinery to this day
While no longer in family hands, the Laverda company still makes tractors and other heavy farm machinery.
The Laverda Museum – Scooters
There is a wide range of memorabilia on display. Also a neat 200cc twin and several scooter models.
The Laverda Museum – A 750 GTL in police get-up
The Police version of the 750 GTL.
The Laverda Museum – 1971 1000cc triple prototype
This is most likely the 1000cc triple prototype bike that Laverda displayed at the Milan Show in 1971.
The Laverda Museum – A 1981 RGS 1000 in touring form
The Laverda Museum
A 1981 RGS 1000 fitted with the saddlebags and fairing from the later Executive model.
The Laverda Museum
Laverda is hardly known for its off road models but the company produced quite a number over the years. Here a 600 Atlas (left) and a 250 Chott (right) find themselves above the Husqvarna powered LH3 (125cc) and LH4 (250cc).
The Laverda Museum – The company also produced off-road machines
The 250TR Chott, ISDE version.
The Laverda Museum
A line up of early bikes.
The Laverda Museum
The Laverda Museum
The Navarro was released in 1990 as the update to the Lesmo. The bodywork was more encompassing, the wheels 17 inch and disc brakes fitted front and rear. The 125cc 2-stroke was the same motor fitted to the Cagiva Freccia C12R. Only a few hundred were sold due to the combination of somewhat dated specification and high price. Power was 29 hp at 10,300 rpm, with a dry weight of 115 kg.
The Laverda Museum – A 650 vertical twin on the right
While the Ducati 999 was not highly regarded in the marketplace (due entirely to its looks, not performance), that did not hinder the bike’s success as a race machine.
While styling left some in the cold for the consumer models, the race machines were highly successful
Introduced for the 2003 season it scored a debut 1-2 finish at Valencia with Neil Hodgson and Ruben Xaus.
Troy Bayliss leads Ruben Xaus and Andrew Pitt here in 2006
The model then went on to win the Riders’ title for Hodgson (’03), James Toseland (’04) and Troy Bayliss (’06).
The Ducati 999 was raced to success by a roster of big names from 2003
It also helped Ducati to win three Manufacturers’ titles, for the same years.
Troy Bayliss – 2006 – Magny-Cours
By its WSBK retirement at the end of the 2007, the 999 had won a total of 63 races at the hands of Bayliss (19), Hodgson (13), Laconi (10), Xaus (8), Haga (6), Toseland (4), Lanzi (2) and Garry McCoy (1).
The Ducati 999 would win 63 races across WorldSBK, with Troy Bayliss holding the greatest win tally with 19
This is the number 2 bike used by Leon Haslam during the 2006-07 British Superbike Championship. It recorded five first places, four seconds, and three thirds with Haslam finishing second in the 2006 title, and third the following year.
Haslam took this machine to first on five occasions
Power was 194 hp at 12,500 rpm, with a total weight of 162 kg. A top speed 312 km/h was recorded.
Power was 194hp, with a total weight of 162kg
This Haslam bike was sold to an English collector before being then bought by its current owner (a Queenslander!) in 2010. Full technical information was included.
Full documentation was included for the Ducati 999 BSB Racer
Leon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam’s 2006-2007 Ducati 899 BSB RacerLeon Haslam in action on the 999 Ducati in BSB – This image is not by Phil
The 1973 750 Monocoque was the first design that replaced the Commando framed bikes that Norton had been using up until that point in time.
1973 Norton 750 Monocoque
Norton engineer and rider Peter Williams won the 1973 IOM Formula 750 race on this bike. It was Williams who conceived and designed the Monocoque with the goal of reducing the frontal area, and lowering the centre of gravity by carrying the oil and fuel as low as possible.
1973 Norton 750 Monocoque
This was reminiscent of the Norton 350 Low Boy prototype of 1960, with both designs aiming to make the most of the limited engine output available (compared to the opposition).
1973 Norton 750 Monocoque
The current owner bought the bike directly from Williams after it had been rebuilt (years later), following his crash at Imola two weeks after the IOM.
1973 Norton 750 Monocoque
The dent in the left hand side of the monocoque can still be seen! Only three bikes were constructed (plus a prototype chassis), all in 1973.
1973 Norton 750 Monocoque
The bike recorded a top speed of 257 km/h at Daytona in ’73 before Williams won the Anglo-American Match series a few months later, then the IOM. Output was 76 hp at 7,200rpm while the bike has a dry weight of 150 kg.
1973 Norton 750 Monocoque
For 1974 the Monocoque was replaced by the 750 Space Frame.
What we have here are two firsts from the same company (kinda) 29 years apart.
OSSA 250 MAR with Double cradle frame
O.S.S.A or Orpheo Sincronic Sociedad Anónima, was founded in Catalonian Spain in 1924 by Manuel Giró and made cinema projectors. After WWII the company began manufacturing motorcycles with the first production bikes coming on the market in 1949.
OSSA 250 MAR badging
Their first competition success came in 1967 in the prestigious Barcelona 24 Hour race where they finished first and second. They went on to compete in the 250 World Championship with rider Santiago Herrero, winning four GPs before his death at the IOM in 1970. OSSA withdrew from road racing at that point.
An Ossa cinema projector
Here is the water-cooled version of the 250 Monocoque GP bike.
The modern water-cooled OSSA 250 Monocoque GP bike
In the off road field they had success with Dick Mann developing a 250 dirt track bike for oval track quarter-mile AMA racing.
Mick Andrews developed a trial bike for OSSA
However it is with trials riding that OSSA is best known. They employed Mick Andrews to develop a trial bike to compete with Bultaco and Montesa and the 1972 Mick Andrews Replica was the result. Andrews won the 1971 & ’72 European Trials Championship as well as the Scottish Six Day Trial in ’70, ’71 & ’72 on OSSAs.
OSSA 250 MAR
The 250 MAR was the first design to use an open double cradle frame in the class. The bike made 18hp at 6,000rpm and had a dry weight of 87kg. About 7,000 were produced.
OSSA 250 MAR
OSSA made a wide range of road, trials, enduro and motocross bikes over the years but the company closed in 1982. Fast forward to 2010… when a group of Spanish businessmen purchased the trademark and OSSA was back in business!
2011 Ossa TR280i two-stroke
The 2011 TR280i provides an interesting contrast to the 1972 MAR. Still a 2-stroke, the new design used fuel-injection to defy pollution limits.
2011 Ossa TR280i two-stroke
Other innovative features included a cylinder slanted to the rear to allow the fuel tank to be located in front of the motor, with the radiator between it and the cylinder.
2011 Ossa TR280i two-stroke
The frame is a mixture of CR-MO steel and cast alloy bonded together. Dry weight is 72kg. Factory rider Jeroni Fajardo finished the championship in 5th in 2011.
2011 Ossa TR280i two-stroke
Since then though the company has fallen on hard times and motorcycle production appears to have finished. An electric bicycle, the Spinta e.CP20, was announced in 2017.
A history of Moto Morini and their 350 & 500 V-twins
With Phil Aynsley
Here are fine examples of two of the most popular Morini air-cooled V-twins. But first a bit of history… a very Italian sort of history! Alfonso Morini opened a motorcycle workshop in 1914 at the ripe old age of 16.
Morini’s 350 air-cooled V-Twin
In 1925 he was then commissioned by Mario Mazzetti’s MM company, to design, build and race a 125cc two-stroke. Many victories ensued, including the 1927, ’28 and ’29 Grand Prix of Nations.
Morini’s 350 air-cooled V-Twin
After leaving MM in 1937, Morini produced 350 and 500cc 3-wheeled delivery vehicles, then switched to aeronautical component manufacture until the factory was bombed in 1943. The post war period was Morini’s heyday with many well received road bikes and GP winning 125 and 250cc singles.
Morini’s 350 air-cooled V-Twin powerplant
When Alfonso died in 1969 his daughter Gabriella took over running the company and one of her first moves was to employ ex-Ferrari engineer Franco Lambertini to design a new range of bikes.
Morini’s 350 air-cooled V-Twin
The first of these was the 350 Strada V-twin (with a Sport model soon to follow). Intended to be the basis of a whole family of bikes, the 350 featured many innovative technologies (for motorcycles).
Morini’s 350 air-cooled V-Twin
The cylinder angle was 72º and Heron heads were employed (flat machined heads with the combustion chambers recessed into the piston crowns).
Morini’s 350 air-cooled V-Twin
In another first for 2-wheelers a toothed rubber belt was used to drive the camshafts (unusually for the period it was a pushrod design – used to make the motor more compact).
Morini’s 350 air-cooled V-Twin
The 350 was known for its fine handling and excellent fuel economy. Performance was good without being outstanding. The Strada made 35hp at 8,000rpm and the Sport 39hp at 8,500rpm. Top speeds were 162kph and 175kph respectively.
Morini’s 350 air-cooled V-Twin
The 350s were followed by 500cc V-twins and, with rather less success, 125 and 250 singles which used the basic V-twin layout without the rear cylinder.
Morini’s 350 air-cooled V-Twin
The 500 was also made in Strada and Sport models (also the Camel enduro and Excalibur cruiser). Both the bore and stroke were enlarged, and together with 26mm carbs, output was raised to 46hp at 7,500rpm and top speed to 179kph.
Morini’s 500 air-cooled V-Twin
One intriguing detail was the “la strega” (witch) decal found on the 500 Sport’s tailpiece. It had generally been thought to have been the creation of Alfonso Morini and affectionately depicting either his daughter or grand daughter.
Morini’s 500 air-cooled V-Twin
However wanting to get to the bottom of its origin I made some inquiries and the reply from Franco Lambertini was that Morini’s stylist Mr Tolomelli was responsible and that the muffler-riding witch did not depict anyone in particular. Minor mystery solved!
Morini’s 500 air-cooled V-Twin
The 1979 Sport seen here has a few non-standard parts – the handgrips, mirrors, Koni rear shocks, braided brake lines and replica exhaust system.
Morini’s 500 air-cooled V-Twin
The company ran into difficulties in the early 1980s and in 1987 was sold to Cagiva. A few new variants of the 350 & 500 were produced but no real developments made it to production (Lambertini’s new 60º design was not proceeded with and he left in 1989).
Morini’s 500 air-cooled V-Twin
A 500 Turbo was shown in 1981 and a 67º 750cc motor was built and fitted into an Enduro-style chassis in 1986.
Morini’s 500 air-cooled V-Twin
Cagiva sold the Morini name to TPG, along with Ducati, in 1996. In turn TPG sold the name to Alfonso’s nephew Franco Morini in 1999. With Lambertini back with the new company his 1200cc 87º V-twin Corsaro appeared in 2004.
Morini’s 500 air-cooled V-Twin
Other models followed but in 2009 the company went into liquidation. Bikes were assembled from parts for a time and sold directly to customers before the name (but not the factory, which was leased) was sold to Eagle Bikes (a company owned by two Italian entrepreneurs) in 2011. Production resumed in 2012, and with a number of fits and starts, has continued ever since.
The Laverda 1000 triple was first seen at the Geneva Show in 1969. At this early stage the motor was basically a 750 twin with an extra cylinder grafted on. It was still a single OHC design with the starter behind the cylinders and the belt-driven generator in front.
Laverda’s 3C Prototype
However by 1971 Massimo Laverda and Luciano Zen had massively reworked the design. It now sported a DOHC cylinder head with narrow angled valves, together with very substantial crankcases.
Laverda’s 3C Prototype
The original 120º crank was replaced by a 180º unit (the outside pistons moving together, with the centre piston 180º out of phase).
Laverda’s 3C Prototype
The new design was first displayed at the 1971 Milan Show, named the 1000C, and the bike I photographed is in fact this prototype, with engine number 1000 001.
Laverda’s 3C Prototype
By comparison to the production bikes that followed in 1972, it is quite unique with sand-cast cases of a different pattern, 750 instruments and handlebar, ignition key placement and even sand-cast Dell’Orto carbs.
Laverda’s 3C Prototype
The 180º motor was replaced by a rubber-mounted 120º in 1982 and after evolving through a total of 16 different models production of the triple ceased in 1986.
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