Tag Archives: Phil Aynsley

MotoGP, News

Yamaha TZ500 Grand Prix Racer | Yamaha’s reply to the RG500

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Yamaha TZ500 GP Racer

With Phil Aynsley

Yamaha’s involvement in the 500cc Grand Prix class began in April 1973 at the opening round of the season at the Paul Ricard circuit in France. Jarno Saarinen won on the 0W20 from Phil Read on the MV Agusta with Saarinen’s team-mate Hideo Kanaya third. Things were off to a good start!

1982 Yamaha TZ500J

Yamaha stuck to the across the frame straight-four formula for eight models, until it tried a square-four design, the 0W54 for the 1981 season. Then V4s from 1982. The straight-four proved good enough for Agostini to claim the ’75 title, then in the hands of Kenny Roberts, to win three consecutive Rider’s Championships in ’78-’80.

Unlike arch rival Suzuki, who’s square-four RG500s dominated the grids during this period, Yamaha didn’t produce any customer versions of its 500cc bikes (in marked contrast to the number of 250 and 350s it sold), until the TZ500G was released in small numbers in 1980. It was a less than perfect copy of the 1978 factory 0W35, with many cost-cutting features compared to the 0W35, let alone the then current 1980 0W48!

1982 Yamaha TZ500J

1981 saw the TZ500H made available – 1981 Yamaha TZ500H ‘0W’ 500 Grand Prix ‘customer’ bike, then for 1982 the TZ500J became the final Yamaha straight-four customer machine. It was based on the 1980 0W48R and featured reversed outer cylinders that placed their two carburettors in the front of the motor.

This enabled the exhausts to have a much straighter run. Output was still about 10 hp down compared to the 0W48R however. The front discs were enlarged from 300 to 320 mm compared to the ‘H’ model.

1982 Yamaha TZ500J

By all accounts Yamaha’s three TZ500 models were a fairly disappointing effort that didn’t handle particularly well and were normally no match for Suzuki’s RG500s. This particular bike is ex-Japan and is in the colours of the bikes used in the movie “Dirty Hero” but it isn’t known if it appeared on screen. Power was 110+ hp, with a dry weight of 135 kg.

Source: MCNews.com.au

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MotoBi 250 Sport Special | Some history and a pictorial featuring an immaculate ‘series three’

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Benelli MotoBi 250 Sport Special

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. After his death in 1957 the MotoBi company’s fortunes declined and it was absorbed back into Benelli in 1961, although the MotoBi name continued to be used for some of its more sporting models up until 1973.

Benelli/MotoBi 250 Sport Special

The 250 Sport Special was the last Benelli/MotoBi to use Piero Prampolini’s famous “egg” engine, introduced in 1956. Over 2000 wins in 125, 175 and 250 classes over the years meant that the design had a serious reputation! The bike was released at the end of 1968 initially only as a MotoBi model but soon came to be badged as a Benelli. Both 125 and 250cc versions were available with only the colour schemes differentiating them.

Benelli/MotoBi 250 Sport Special

Early in 1971 the “second series” was released. Of more modern appearance, it featured a new Marzocchi front fork, higher rise bars and monotone colour schemes. Nearly all Sport Specials from this time were sold as Benellis.

The “third series” was debuted at the Milan Show in November of ’71 and had a smaller tank with a chrome strip running along its bottom, new seat, chromed headlight shell and new instruments. The motor received a small visual makeover with the cylinder head fins being squared off at the front.

Benelli/MotoBi 250 Sport Special

Sport Special production finished in 1973 with about 20,000 being built. Of those 70 per cent were 125s and about 80 per cent marketed as Benellis. Output was 16.5 hp at 7500rpm, with a dry weight of 108 kg. The Sport Special had a top speed of 140 km/h. The bike seen here is a ‘series three’ model.

Source: MCNews.com.au

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1977 Laverda 125 Lesmo two-stroke

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1977 Laverda LZ125

With Phil Aynsley

Laverda began its entry into the 125 cc two-stroke market with the LZ125 in 1977. The bike featured a water-cooled single that was provided by Zundapp. The model range included Standard, Sport, Custom and Elegant versions. Over 20,000 were built up until 1984.

Laverda 125 Lesmo

It was replaced by the LB125 which used an unusual “diamond” tubular frame and a heavily revised motor that had new Laverda made crankcases/bottom end. Together with the new frame, completely new bodywork gave the bike a much more modern look compared to the LZ125.

The heavily updated LB125 Uno appeared in 1985. It had a square section alloy frame (still the “diamond” type and with the same geometry) but with a monoshock rear suspension and a 16 inch front wheel.

Laverda 125 Lesmo

The subject of this column, the 125 Lesmo, as pictured, was first shown at the end of 1985 and entered production the following year, lasting until 1989. With a full fairing and a longer wheelbase (plus other geometry changes and Marzocchi anti-dive front forks) the Lesmo presented as a larger, more solid bike compared to its predecessors.

The motor was carried over from the 125 Uno and finally gained a sixth gear. However to keep costs down the electric starter and exhaust valve were deleted. The bike was still extremely expensive, about 70 per cent of the price of a BMW R 100S in Holland and thus only sold in small numbers.

Laverda 125 Lesmo

In fact the Dutch importer only sold a single bike – this one! The buyer put 140 km on it before storing it. It was then bought by the late Cor Dees for display in his Laverda museum. The bike weighed 135 kg wet and produced 23 hp at 9200 rpm, while top speed was 136 km/h. In 1990 the Lesmo was superseded by the Navarro.

A 350cc 2-stroke water-cooled V3 motor was also developed

A 350cc 2-stroke water-cooled V3 motor was designed with the intention of being used in the Lesmo’s chassis but the motor didn’t proceed past the testing stage.

Source: MCNews.com.au

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HRC kitted Honda VTR SP1 (RC51)

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Honda’s V-Twin Superbike

With Phil Aynsley

Honda introduced the VTR1000F Firestorm road bike in 1997. It then followed that up with the RC51 SP1, followed by the SP2 in 2002. While the RC51 was loosely based on the VTR, it was very much a race bike designed to beat Ducati’s 916 at it own V-twin game in the World Superbike Championship – which it did in 2000 and 2002 with Colin Edwards.

HRC kitted Honda VTR1000F Firestorm SP1

Honda also used the RC51 in endurance racing with the pairing of Tohru Ukawa and Daijiro Kato winning the Suzuka 8-hour in 2000 after the Rossi/Edwards bike crashed. Rossi and Edwards returned in 2001 and won the event. The 2001 Endurance Championship was also won with an RC51.

This HRC kitted Honda VTR1000F Firestorm SP1 was set up to compete the 2001 Suzuka race

This particular bike was due to be raced in the 2001 Suzuka race but sponsorship problems meant it did not make the start. It has the full HRC kit (but is not an actual factory bike). The extensive kit comprised of of new heads and camshafts, upgraded injectors/intake trumpets and airbox, larger radiators, upgraded exhaust system, different gear ratios and improved clutch, among other things.

HRC kitted Honda VTR1000F Firestorm SP1

The suspension is full factory Showa and different air intake and instruments are used. All the bodywork is carbon-fibre. An HRC sub-frame and wiring harness are fitted. The tank is alloy and factory Marchesini wheels and Brembo billet callipers are employed.

HRC kitted Honda VTR1000F Firestorm SP1 – All bodywork is carbon-fibre

The factory RC51s had a different frame, swing arm, crankshaft and gearbox as well as other differences. This bike spent some time in Italy, even being ridden occasionally on the road, before it was bought by the current owner who then had it painted in the 2001 Rossi/Edwards colours.

Source: MCNews.com.au

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Ducati’s two-stroke 100 Brio scooter

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Ducati’s second attempt at a scooter – 100 Brio

With Phil Aynsley

The second of Ducati’s scooters appeared in 1963, ten years after the Cruiser, and was very different in concept. Instead of being a four-stroke aimed at the luxury market (if such a thing existed in 1952), the Brio was a much more basic two-stroke. Interestingly it was designed by Gio Ponti who was also responsible for the company’s Dufono intercoms – not to mention the Pirelli Tower in Milan.

Ducati’s 2-stroke 100 Brio scooter

The Brio was initially released with a 48 cc fan-cooled motor but was joined by a 100 cc model (seen here) the following year. Apart from the increased displacement the 100 had a longer seat with corresponding larger engine cover and bodywork. It also used eight-inch wheels compared to the 48’s nine-inch.

The Ducati 100 Brio was good for 76 km/h.

The 100 cc motor made seven horsepower at 5200 rpm which propelled the 80 kg machine to a top speed of 76 km/h. The 48’s figures were far more modest – boasting just 1.5 hp, weighing in at 63.5 kg, and good for 50 km/h.

While primarily aimed at the domestic market some were exported to the US. This scooter was sold by Ghost Motorcycles in New York.

Ducati’s 2-stroke 100 Brio scooter

The initial scooter boom had largely passed by the time the Brio entered the market and as they didn’t offer anything that the established Vespa and Lambretta models had, thus they proved to be another poor selling Ducati scooter and were discontinued in 1968.

Source: MCNews.com.au

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The first European four-stroke scooter – Ducati Cruiser

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Ducati Cruiser Scooter

Phil Aynsley

There has, in recent years, been some speculation that Ducati might introduce a scooter. If they do, it is to be hoped that it proves to be more successful than their previous efforts! What were they you ask?

Ducati Cruiser

Way back in January 1952, when all the company made were Cucciolo variants, they jumped into the deep end of the scooter market with the introduction of the Cruiser. Exceptionally advanced for the time it was the first 4-stroke scooter made by a European manufacturer.

Ducati Cruiser

The OHV 175 cc motor was paired with an automatic gearbox (another first) which used a hydraulic torque converter and crown wheel/pinion drive to the rear wheel. Another innovation was the use of an electric starter.

Ducati Cruiser

At a time when nearly all bikes and cars used 6V electrics the Cruiser employed 12V and a large 32Ah battery. A patented front suspension design that used a hydraulic shock absorber and rubber damped rear suspension were fitted. The substantial bodywork was by Ghia.

Ducati Cruiser

Unfortunately the weight of 154 kg and complexity of the design resulted in both poor performance and reliability issues. Initially the motor made 12 hp but this was reduced to 7.5 hp to meet new regulations which limited scooters to 80 km/h – which didn’t improve matters.

Ducati Cruiser original paperwork

After only about 2000 being built it was discontinued in 1954. These days they are highly prized! This is an original, unrestored example.

Source: MCNews.com.au

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MV Agusta 50cc Liberty Sport Speciale

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With Phil Aynsley

MV Agusta realised that Italian youths of the early ’60s could thrill to the exploits of Mike Hailwood on his fire-breathing 500cc but weren’t able to go out and purchase (or have their parents purchase) a suitably sporty MV for themselves.

MV Agusta 50cc Liberty Sport Speciale

The company rectified this in 1962 with the introduction of the 50cc Liberty series. The new traffic code which limited unlicensed riders to bikes of less than 50cc and with a top speed of 40 km/h also played a part in the decision.

The Liberty was a “proper” motorcycle in miniature (although it was fairly substantial for its capacity). Both Turismo and Sport Speciale versions were available with the Sport proving to be most popular by far. The Turismo had a solo seat and an output of 1 hp.

The MV Agusta Liberty was aimed at young riders, offering the full bike experience

The 47.7 cc OHV four-stoke made 1.5 hp at 4,500 rpm in the Sport, which in unrestricted export bikes, was good for 60 km/h and fuel economy was just 1.5 L/100 km. The double cradle frame and telescopic front forks and rear shocks were just like “the big bikes”, while dry weight was 58 kg.

The first series (’62-’65) used a three-speed gearbox operated by cables from a left twistgrip and 16 inch wheels were fitted. The second series (’66-’69) changed to a four-speed foot operated gearbox and 18 inch wheels. A more upmarket model, the “America” was also introduced at this time.

The MV Agusta Liberty produced between 1 and 1.5 horsepower, and was meant to be limited to 40 km/h

Some 5292 of all models were built with about two-thirds being the America version. This is a 1964 Sport Speciale.

Source: MCNews.com.au

MotoGP, News

Garry McCoy 2002 Yamaha 0WL9 500 cc two-stroke GP Racer

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2002 Yamaha YZR500 0WL9

With Phil Aynsley

The 28th and final version of Yamaha’s 500cc Grand Prix bike was the 2002 0WL9. Here is the machine Garry McCoy raced.

Garry McCoy’s 2002 Yamaha YZR500 0WL9

The final few years of the YZR500’s development saw incremental improvements to most aspects of the bikes. The 0WK1 of 1999 even saw Max Biaggi’s bikes fitted with wings for the first half of the season!

The 0WK6 of 2000 had numerous changes with new cylinders, heads, exhausts and engine management. McCoy had three wins and two more podiums to finish fifth in the championship, while Biaggi won two (finishing third) and Abe one – giving Yamaha its first Constructors title in seven years.

Garry McCoy’s 2002 Yamaha YZR500 0WL9

2001’s 0WL6 again saw new cylinders, heads and exhausts, which together with mapped ignition resulted in increased acceleration and top speed. Two lengths of swing arms were employed, depending on the rider. Biaggi scored three wins to finish second for the season.

With most of the company’s efforts going into the new 990cc four-stroke MotoGP machines that were introduced in 2002 the 0WL9 featured mainly chassis changes compared to the previous year’s 0WL6. The motor was moved forward as well as being raised. A lighter weight swing arm was used.

Garry McCoy’s 2002 Yamaha YZR500 0WL9

The best championship results for the 0WL9 were 10th for Oliver Jacque and 11th for his Gauloises Tech 3 team mate Shinya Nakano. Garry McCoy finished in 20th after missing four races.

Source: MCNews.com.au

MotoGP, News

Harada’s Aprilia RSW-2 500 two-stroke Grand Prix machine

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Tetsuya Harada’s Aprilia RSW-2

With Phil Aynsley

I covered the evolution of Aprilia’s RSW-2 GP twins in a previous column – 1997 Aprilia RSW-2 | Twin-cylinder 500 GP Aprilia – so won’t go into detail here. Suffice to say that seven years of effort brought respectable results but no victories.

Tetsuya Harada’s Aprilia RSW-2

Tetsuya Harada and team-mate Jeremy McWilliams between them scored eight top-ten places in 2000 (including two thirds by McWilliams) for 14th and 16th overall.

By 2000 the bike was making over 145 hp at 11,750 rpm and was fitted (since ’99) with RAVE electronic exhaust valves and indirect fuel injection. Bore and stroke was 72.8 x 60 mm, while carburettors were Dell’Orto VHSD 42 mm units. A full carbon swing-arm was used and the bike weighed 110 kg dry.

Tetsuya Harada’s Aprilia RSW-2

The bike seen here is Tetsuya Harada’s 2000 machine – the final version of the RSW-2.

Source: MCNews.com.au

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1984 Claude Fior Honda RS500 two-stroke GP machine

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Thierry Rapicault’s Fior RS500 Racer

With Phil Aynsley

I covered Claude Fior’s final 1989 500cc GP design in a previous column – 1989 Fior 500 GP | 150hp | 127kg | With Phil Aynsley. Here is an earlier effort that started its development in 1984.

Thierry Rapicault’s Fior RS500 Racer

Powered by a standard Honda RS500 motor, Fior took advantage of the compact engine dimensions to produce a chassis with a wheelbase of only 1280 mm. Of course the chassis was another of his highly innovative designs which emphasised the rigidity of the load bearing components and loading the front wheel for maximum cornering speed whilst retaining excellent feel.

The chassis was fully adjustable for trail, wheelbase, ride height and pivot point for the swing arm. Fournales compressed air suspension units were used front and rear.

Thierry Rapicault’s Fior RS500 Racer

The RS500 motor made 125 hp at 11,500 rpm and the bike’s wet weight without fuel of 117 kg was 8 kg less than a stock RS500. Top speed was 285 km/h and Thierry Rapicault campaigned this particular machine during the 1987 season.

Source: MCNews.com.au