Tag Archives: Phil Aynsley

MotoGP, News

German Championship winning Parilla 350 Racer

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Roland Schnell Parilla OHC 350 Racer

With Phil Aynsley

Giovanni Parrilla was born in southern Italy in 1912 but later moved to Milan to begin work as a mechanic working on diesel injection pumps. In 1946 he went into the motorcycle business (dropping one of the ‘r’s from his name) with two new OHC 250cc racing bikes, designed by Guiseppi Salmaggi (ex-Rumi).

Roland Schnell’s Parilla OHC 350 Racer

German racer Roland Schnell was active before WW II and resumed his career afterwards. In 1949 he bought a Parilla racing bike then proceeded to heavily modify it by converting the chassis to a swinging-arm rear-end and fitting new front forks of his own design. In addition he used a new cylinder and head, also of his own design.

After witnessing Schnell’s successful race meeting at Monza in 1950, Giovanni Parrilla called into his workshop and, impressed, offered Schnell a job during the off season in his factory.

Roland Schnell converted to the bike to run a swinging-arm, used his own forks, and a new cylinder and head

The following year Schnell won two international races in Madrid and Schaffhausen (Switzerland) as well as winning the German championship on this bike. It was sold the following year and has passed through seven owners since but remains in completely original condition.

Source: MCNews.com.au

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The infamous Kawasaki H2R 750 two-stroke triple

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Kawasaki H2R 750

With Phil Aynsley

Kawasaki’s H2R 750 was first raced in 1972 but suffered handling problems due to its scaled up H1R frame. During the first half of the year various frames were tried by Team Hanson riders Yvon DuHamel and Art Baumann before this new design was chosen.

Four were constructed and remained in use until a revised frame was introduced during 1974. This is frame number 1 and was used by DuHamel from late ’72 through ’73 and in some European events in ’74. It is in “as raced” condition following competition in the Transatlantic Match races in the UK and Imola in 1974.

Kawasaki’s H2R 750

At some point in racing life a motor originally built in 1972 (with revised stud spacing) was installed. Fitted are Morris magnesium wheels, magnesium fork sliders and triple clamps, magnesium carburettors, cross-over expansion chambers with one high-level pipe, plasma-coated aluminium brake discs and alloy tank with factory quick fills.

Output was in the 100-110 hp region and one small item to note is that DuHamel always had his mechanics wrap a small amount of rag around the gear change lever end of his bikes, and it remains there to this day.

Kawasaki’s H2R 750

The air-cooled H2R motor suffered from constricted port design and excessive width, and had to be fitted high in the frame to provide adequate ground clearance – all due of course to the engine being based on that of the road bike’s.

The relaxing of the Formula 750 homologation rules that called for 200 examples of the basic design to have been available, down to 25, meant that the water-cooled KR750, with its dedicated race design, could be introduced in 1975.  The later KR750 can be seen here 1977 Kawasaki KR750 | As raced by Gregg Hansford.

Kawasaki’s H2R 750

Source: MCNews.com.au

MotoGP, News

A pictorial study focussed on the Ducati Desmosedici GP14.2

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Ducati Desmosedici GP14.2 Racer

With Phil Aynsley

My work as a photographer rarely provides bad days but some days are definitely better than others! Such was the case when I had the opportunity to shoot this Ducati Desmosedici GP14.2.

Ducati Desmosedici GP14.2

The GP14 was Ducati’s first entry into the “Open” class of MotoGP. Open class bikes had to use supplied spec’ software but were able to use more fuel, had more engines available during the season, and most importantly to Ducati, were able to continue development of the motor, rather than it being frozen at the start of the season.

The GP14.2 was the result of that development and was first used at the 14th, Aragon, round of the championship. Newly appointed at the start of the year Racing General Manager Gigi Dall’lgna used the GP14.2 as a stepping stone to the GP15, which was the first of the Desmosedicis to be fully designed under his watch.

Ducati Desmosedici GP14.2

The GP14.2 had substantial changes to both the engine and chassis, but as is normal for MotoGP the details were not released. This bike is an ex-Iannone Pramac Team machine. 

Andrea Dovizioso was the best of the GP14/14.2 riders, finishing the year in fifth place with two podiums. Iannone was 10th with three fifth places. The released GP14 (not 14.2) specifications detailed an output of over 235 hp, a dry weight of 160 kg and a top speed of over 330 km/h.

Source: MCNews.com.au

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Montesa 250 Rapida Automix King Scorpion

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With Phil Aynsley

When the Montesa King Scorpion 250 was introduced in 1970 it inverted the usual method of making a ‘scrambler’ by putting a high-level exhaust and other off-road features onto a road bike. The King Scorpion instead took the 250 Scorpion motocross model and added lights etc.

Montesa 250 Rapida Automix King Scorpion

The subject of this shoot completed its journey to a fully road going model. Launched in 1975 the 250 Rapida Automix was basically a King Scorpion fitted with an automatic oil lubrication system (rather than pre-mix). It also featured a low level exhaust, larger rims and a lower rear guard.

Montesa 250 Rapida Automix King Scorpion

The metallic purple and orange paint scheme is pure ‘70s and power was increased by 2 hp to 24 hp at 6,800 rpm, while only 600 were constructed.

Source: MCNews.com.au

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Moto Guzzi Nuovo Falcone

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Moto Guzzi Nuovo Falcone

With Phil Aynsley

Moto Guzzi’s long-running 500cc Falcone was produced from 1950 to 1968. Here is the model that replaced it – the Nuovo Falcone. As you can see the company didn’t stray too far from its successful formula!

The Moto Guzzi Nuovo Falcone

The Nuovo Falcone was introduced in 1969 as a machine for military and police use. The civilian version appeared in 1971. The major changes compared to the older Falcone were a wet sump motor, modified gearbox (still with 4 speeds), an alloy cover over the external flywheel and 12V electrics with optional electrical starter. In addition a new frame was used as well as new body work.

The Civile differed from the military/police models in having a lighter flywheel and its use of many parts from the V7 Special, such as the instruments. It was originally painted white with a red frame but in 1974 that was changed to red with a black frame with stainless steel guards.

Moto Guzzi Nuovo Falcone

This particular silver bike is a unique factory build for the Dutch importer Greenib, and is in original, unrestored condition. Production of the Nuovo Falcone ceased in 1976 with 2874 Civile and 13,400 military/police models produced. Power was 26 hp at 4,800 rpm, with a dry weight of 214 kg. Top speed was 130 km/h.

Source: MCNews.com.au

MotoGP, News

Wayne Rainey 1993 Yamaha 0WF2 500 GP Racer

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1993 Yamaha 0WF2 500 GP

With Phil Aynsley

Wayne Rainey began the 1993 season riding the new 0WF2. Apart from having a revised motor that produced an extra 10 hp over the previous year’s 0WE0’s 160hp, the major change was the adoption of a completely new chassis.

Wayne Rainey’s 1993 Yamaha 0WF2 500 GP Racer

The extruded alloy main frame members were designed to provide much greater rigidity with increased lateral torsion resistance. Rainey rode the bike for the first seven rounds of the season (up until the Dutch GP), and scored wins in Malaysia and Japan.

However he changed to the ROC framed bike seen here from round eight as the original frame proved to be too rigid, upsetting the handling of the bike. The French produced ROC chassis was based on his 1990 title winning 0WC1.

Wayne Rainey’s 1993 Yamaha 0WF2 500 GP Racer

Rainey won the European (Catalunya) and Czech GPs before his career ending crash at Misano later in the season. He finished the season in second position behind Kevin Schwantz.

Source: MCNews.com.au

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Ducati 100 Sport | A domestic Italian Special

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Ducati 100 Sport

With Phil Aynsley

The introduction, in 1957, of Ducati’s first OHC road bike – the 175 Sport, proved to be such a success, that together with the Turismo version, accounted for 25 per cent of the 175 cc market. As a result, that saw the company quick to follow with 125 cc (also in 1957) and 100 cc (in 1958) models.

The Ducati 100 Sport was a domestic only model, with this restored model featuring several non-standard parts

The same basic bottom end of the 175 was used on both smaller models although the sumps were both smaller and smooth, not finned, as were the rocker covers. The barrels and heads were of course of smaller dimensions. Wheels were 17-inch and the less bulbous tank held 17-litres.

The 100 Sport was purely a domestic model and was only made up until 1960. The 125 Sport was exported and survived until 1965.

Power was eight horsepower and good for 105 km/h

The very pretty 100 Sport did not have a detuned Turismo variant and was good for 8 hp at 8,000 rpm and top speed of 105 km/h, while weight was 100 kg. In comparison the 125 Sport had 10 hp at 8,500 rpm and a top speed of 112 km/h.

This 100 Sport was restored in Italy before being imported into the USA. It has several minor incorrect parts including the lack of a speedo (and the blanking plate is from a later model), the wrong sump and drain plugs (both should be marked Esso not AGIP), the wrong colour battery strap, an incorrectly shaped seat and the wrong horn.

Source: MCNews.com.au

MotoGP, News

A magnificent 420 cc V-Four from the Czech Republic

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CZ Type 860 420 cc V4

With Phil Aynsley

Ceska Zbroiouba was founded in 1918 as an armament manufacturer but didn’t turn to producing motorcycles until 1932 – and it wasn’t until Jaroslav Walter – one of the sons of the founder of Walter G.m.b.H. which built motorcycles from 1903 to 1942 – joined CZ in 1948 that the company began road racing in earnest.

Ceska Zbroiouba (CZ) Type 860 420cc V4

Originally OHV 250 and OHC 350 designs that Jaroslav had designed in the late 1930s were used but a new OHC 350 was soon developed and this continued to be raced successfully up until 1954. The bike seen here is one of only two Type 860 42 0cc V4s known to exist and was photographed in the National Technical Museum in Prague.

The design was begun as a 350cc in 1965 by CZ engineer Frantisek Pudil but the first time the bike actually fired into life was in 1969, the day before the Czech GP! This lack of development meant that the team had to run an existing older model in the race. Further work during ’69-’70 saw the V4 become competitive, although reliability was a problem.

Ceska Zbroiouba (CZ) Type 860 420cc V4

The Type 860 was generally the ‘best of the rest’ behind Agostini on the MV Agusta. The team’s main rider, Bohumil Stasa’s best result was a second to Jarno Saarinen at Brno in 1972. A total of 24 race wins in non GP events were achieved during 1971-1972.

In 1971 a 418cc version was built for the 500cc class. Some Western components such as brakes and tyres were used for the first time. In 1973 a front disc brake and Bosch ignition were fitted before the programme was cancelled later in the year when it was decreed that CZ should concentrate on off road competition with Jawa maintaining a Czech presence in road racing.

Ceska Zbroiouba (CZ) Type 860 420cc V4

The V4’s design was basically sound but suffered from a lack of funds and the advanced materials available to Western (and Japanese) companies. the 420 weighed some 37 kg more than the MV while producing about 20 hp less. Output was 73 hp at 13,600 rpm with a weight of 142 kg, offering a top speed of 260km/h.

Source: MCNews.com.au

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BMW RS 255 Kompressor | Blown Beemer from another era

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BMW RS 255 Kompressor

With Phil Aynsley

This BMW RS 255 Kompressor was constructed in the 1980s by ex-works racer Walter Zeller and BMW engineer Gusti Lachermaier as a demonstration bike for Zeller. It was built from original parts sourced from BMW.

BMW RS 255 Kompressor

BMW had began experimenting with supercharging in the 1920s with the supercharger mounted above the transmission. In 1935 the Zoller supercharger was moved to the front of the motor, which now sported DOHC heads.

The RS 255 made its debut at Avus and was campaigned up until the early 1950s in the German national championship (which continued to allow forced induction, which had been banned when GP racing resumed in 1949).

BMW RS 255 Kompressor

Perhaps its greatest triumph was winning the 1939 IoM Senior TT with Georg Meier becoming the first non-British rider to win the event.

Several World Speed records were set by the 255 in 1936 by Ernst Henne including a run of 272 km/h. Output was normally around 50-60 hp but that could be increased to 80 hp by upping the boost, while in road race trim weight was 138 kg.

Source: MCNews.com.au

MotoGP, News

1984 Cagiva C9 Racer through the lens of Phil Aynsley

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1984 Cagiva C9 Racer

With Phil Aynsley

Cagiva began its 500cc Grand Prix efforts in 1978 – with a Suzuki RG500 painted red and silver, after failing to purchase the MV Agusta team when it quit racing at the end of 1976.

Jimmy Adamo’s 1984 Cagiva C9 Racer

1980 saw the introduction of the 1C2, powered by a somewhat modified Yamaha TZ500 motor housed in a Nico Bakker chassis. It wasn’t until the following year that a completely in-house engine design (the rotary-valve in-line C2C) took to the track, still with Virginio Ferrari as the rider – but results proved less than spectacular.

For the 1982 season the newly developed 3C2 used a rotary-valve square four motor similar to Suzuki’s RG500 and the chassis was developed in-house. Jon Ekerold scored the team’s first point with a 10th at Hockenheim.

The C9 was a revamped machine with square section alloy chassis

1983 was a lost year after a new open cradle frame that used the motor as a load bearing member proved to be a failure. The C7 made 132 hp but weight was up by 5 kg to 125 kg.

In 1984 six revamped bikes were built (the C9) for riders Marco Luchinelli and Hervé Moineau, but despite better handling provided by a square section alloy chassis, and a motor that didn’t loose power as the race went on, the best result was a 10th place by Luchinelli in the Yugoslavian GP.

Jimmy Adamo’s 1984 Cagiva C9 Racer

The aerodynamic bodywork was developed in the Aermacchi wind tunnel at Verase. The C9 was the last model to use the square four layout as Cagiva moved to a V4 in 1985 for the C10.

The C9 seen here was sent to the US in ’85 to Reno Leoni’s team for Jimmy Adamo to race. It remained in the US and was restored prior to my photographing it in 2014.

Source: MCNews.com.au