The 1957 350 Bialbero (DOHC) was the pinnacle of Giulio Carcarno’s minimalist design ethic and the bike on which Moto Guzzi’s final World Championship was won.
1957 Moto Guzzi 350 Bialbero DOHC
While Guzzi had been racing 250 and 500 cc horizontal singles since the 1930s it was only in 1950 that a 350 cc single fronted the starting line. The 116 kg, 31 hp (at 7,000 rpm) machine showed potential but teething problems meant finishes were hard to come by.
It wasn’t until 1953 that a 350 returned to the works line up and this was a 317 cc adaption of the 250cc Gambalunghino motor fitted into a 250 Bialbero chassis and using its “bird beak” bodywork.
1957 Moto Guzzi 350 Bialbero DOHC
Fergus Anderson won on the bike’s debut at a non-championship race at Hockenheim and then finished third at the IOM. These results encouraged Carcarno to enlarge the capacity to 345cc and contest the rest of the season. It was a good move as Anderson took the title with three wins and team mate Lorenzetti took the runner up spot with two victories. Bikes with both capacities were used.
1957 Moto Guzzi 350 Bialbero DOHC
A lot of development work was done on the 350 over the winter as the motor had displayed reliability problems due to it being taken to the limits of its 250 origins. Anderson repaid the work with a second title (four wins) with Aussie Ken Kavanagh fourth (one win), Lorenzetti fifth and Duilio Agostini seventh.
1957 Moto Guzzi 350 Bialbero DOHC
1955 saw Bill Lomas (four wins) take the championship followed by Dickie Dale (one win) in second. Another four Guzzi riders finished in the top ten! 1956 saw a repeat of the Lomas/Dale one/two. Then in the company’s final year of GP competition Aussies Keith Campbell and Keith Bryen finished first and fourth.
1957 Moto Guzzi 350 Bialbero DOHC
The 350 saw constant development over these years and by 1957 was certainly the best racing single on the track. Much work had been done in reducing the bike’s weight, even to the extent of changing the double leading shoe front brake to a single shoe.
1957 Moto Guzzi 350 Bialbero DOHC
Magnesium and aluminium were used extensively, and the result was a fully wet weight of only 98 kg. The motor was used in two capacities – 345 and 349 cc and a 45 mm Dell’Orto fitted, with output was 38 hp at 8,000 rpm.
With Laverda’s new 1000 3C triple entering production in 1972, the company began development of an endurance racing version to take over from their successful 750 twin. After racing during the 1974 season revealed a tendency for a high speed weave to upset the bike (not to mention the riders), designer Luciano Zen introduced the distinctive ‘Space Frame’ chassis.
Laverda Corse 1000 3C endurance racer
A very large fairing was also fitted to provide superior weather protection during 24 hour races. The fuel tank was enlarged to 24 litres. A major change was the alternator being moved forward, providing increased ground clearance.
Laverda Corse 1000 3C endurance racer
Riders for the 1975 season included some well known names – Augusto Brettoni (with 13 Laverda mounted victories), Roberto Gallina (GP racer and later 500GP team owner), Marco Lucchinelli (who began his career with the team) and Georges Fougeray. The team’s best results were a 5th at Barcelona and a 10th at Spa.
Luciano Zen introduced the distinctive “Space Frame” chassis
Of the five bikes constructed only three are known to still exist, this one being a part of the Laverda Corse collection, with power ouput quoted as 95 hp at 7,800 rpm, with a wet weight of 210kg, while top speed was 240 km/h.
What you see here is possibly the only example of the 1938 Matchless 250cc G2MC still in existence. Correspondence from the UK’s AJS & Matchless Club revealed that there were no G2MCs listed on either their or the Vintage Motorcycle Club’s registers, with no other examples known of.
1938 Matchless 250cc G2MC
The MC or “Clubman Special” was the competition (trials) version of a range that was produced in 250, 350 & 500cc capacities and in Base, De Luxe & Clubman Special versions.
1938 Matchless 250cc G2MC
The brochure shows the added features of the MC over the De Luxe. The 250 sold for £55 whereas the 350 was £63 and the 500 £66.
Matchless ‘Clubman Special’ brochures
The ‘BL’ stamping on the gearbox indicates ‘Bottom Low’ competition gearing.
Spot the BL on the engine
Due to the rarity of the bike it was decided during restoration to paint the tank silver instead of risking replacing the original chrome finish.
The tank was painted due to the risks involved in re-chroming
One interesting feature is the detachable troubleshooting light, housed in the tank’s instrument panel. As this single-wire lamp required earthing to work, using it to check the fuel level possibly helps explain the rarity of this model!
The unprepossessing MV Agusta 600 Four soon faded from the catalogue to be replaced by the 750 S which was produced from 1970 until 1975 – although only 583 were built in that time.
MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’
The S (also known as the Sport) was a marked contrast in appearance to its predecessor – an out and out sports machine (although the shaft final drive was retained). A new tank and seat were the most obvious changes from the 600.
MV Agusta 750 S ‘Sport’
Additionally a double sided twin leading shoe drum front brake replaced the twin discs of the earlier bike.
MV Agusta 750 S ‘Sport’
The motor used an increased bore to achieve the 743 cc capacity and four 24 mm Dell’Orto carburettors were fitted as standard. Otherwise the engine was not much changed. Power was up to 72 hp at 9,200 rpm, while wet weight was 245 kg.
MV Agusta 750 S ‘Sport’
A much rarer SS version was also produced that had the output increased to 76 hp at 9,900 rpm and a full fairing. An even rarer (33 made) GT model was also offered for a couple of years (See – MV Agusta 750 GT).
MV Agusta 750 S ‘Sport’
The bike seen here is an S fitted with the optional full fairing.
MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’
Ugly is the word usually used to describe MV Agusta’s 600 Four! However from such undesirable seeds something universally acclaimed as beautiful grew (and is the subject of the next column).
MV Agusta’s 600 FourMV Agusta’s 600 Four
MV finally produced a road going four cylinder motorcycle in 1967 (after the prototype was displayed at the Milan Show in 1965) after racing them since 1950. They had even shown the road going 500 cc four-cylinder R 19 prototype back in 1950!
1951 MV Agusta 500/41950 MV Agusta R 19
However the 600 Four was not some racy sports model but a sedate tourer. This was a deliberate move on Count Agusta’s part to make it as hard as possible for privateer racers to convert the road bike into a race machine. Not many of the 127 produced have survived as they were fairly easily converted into the much more desirable 750 Sport.
MV Agusta’s 600 FourMV Agusta’s 600 FourMV Agusta’s 600 Four
While originally fitted with a pair of 24 mm Dell’Orto carburettors, four were an option on later production bikes. The disc brakes were mechanically operated. Power was 50 hp at 8,200 rpm, with a wet weight of 221kg. A top speed of 175 km/h was possible.
MV Agusta’s 600 FourMV Agusta’s 600 FourMV Agusta’s 600 Four
This machine was the original US press bike and was bought by a doctor in California who kept it for 40 years without riding it – before being obtained by the current owner and moved to New Zealand, where it is ridden regularly. It is in original condition.
While Rumi is best known for its 125cc horizontal parallel twin 2-strokes (Check out – 1954 Rumi Formichino), the company did dabble with several 4-stroke prototypes.
Felice Rolla ‘Rumi’Felice Rolla ‘Rumi’
The first was designed in 1952 by Giuseppe Salmaggi and featured a DOHC 250 cc parallel twin with the cylinders inclined at 27º from the vertical and a shaft final drive. This was followed by a second Salmaggi design, a 125 cc single with a shaft bevel drive to the DOHC head.
Felice Rolla ‘Rumi’Felice Rolla ‘Rumi’
Finally, in late 1954, Felice Rolla (a well known race mechanic/tuner) revealed a 125 cc DOHC design based on the familiar 2-stroke race motor. A cascade of gears drove the camshafts and the motor was fitted into a Series 2 Compitizione chassis.
Felice Rolla ‘Rumi’Felice Rolla ‘Rumi’
The bike was displayed on the Rumi stand at the Cycle and Motorcycle Exhibition and while an “outside” project, it is probable that Rumi had some input into its development.
Felice Rolla ‘Rumi’Felice Rolla ‘Rumi’
The bike seen here is number 2 of several prototypes made. Some had a dry sump design (as this bike has), others were wet sump.
Originally established in 1874 as a bicycle manufacturer, Excelsior started to produce motorcycles in 1896 – ceasing in 1965. The Monarch scooter was introduced in 1959 and was a rebadged DKR (also a British company, that used a Villiers motor in their Dove scooter) fitted with an Excelsior 147cc 2-stroke.
In 1960 the MkII model, seen here, was launched. It featured new bodywork, all in fibreglass, and 10-inch quickly detachable wheels. The same 147cc motor and three-speed Albion gearbox were used. This is an original unrestored example.
Sunbeam B2 250 twin
First announced by Edward Turner in 1958 the Triumph Tigress/BSA Sunbeam didn’t enter production for over 12 months, in late 1959. Uniquely the scooters were available with two completely different engine types – a BSA Bantam derived 175cc 2-stroke single or a newly designed 250cc 4-stroke twin. Both were fan-cooled.
Sunbeam B2 250 twin
The 250 used a gear driven gearbox rather than the 175’s chain. Both types used a chain final drive. Some 250s were fitted with a 12v electrical system and starter. The 250 was the more successful version and had a top speed of 105 km/h. However build quality proved to be a problem. It was discontinued in 1964 with the 175 following the next year. The example seen here is a Sunbeam B2 250 twin.
CZ Cezeta scooter
The Cezeta scooter was built by CZ from 1957 until 1964 in what was then Czechoslovakia. The long (over 2m) torpedo shaped body had a large luggage compartment under the seat, while the fuel tank was positioned above the front wheel behind the headlight.
CZ Cezeta scooterCZ Cezeta scooter
On the original 501 model (1957-59) the rear wheel was supported on one side only and suspended from a rubber block. The 502 model employed a swingarm and dual shock absorbers. A CZ 175cc 2-stroke motor with a belt-driven fan was used. The Druzeta sidecar was available as a factory fitment, with about 900 produced.
CZ Cezeta scooter
Strangely a New Zealand assembled version of the Cezeta, the N-Zeta, was built for a few years around 1960 using a 200cc motor. And interestingly in June 2013 the Cezeta 506 Lithium battery powered scooter entered production, retaining much of the originals styling.
Innocenti 98 MotomInnocenti 98 Motom
The prototype Innocenti 98 motorcycle from 1970. It was developed in conjunction with Motom.
125cc FB three-wheeler
The 125cc FB was the first three-wheeler made by Lambretta. It was only produced from February 1949 to March 1950 with 2,001 built. It was followed by the FC, still with the single wheel behind the rider.
The 125cc FD variant
It wasn’t until the FD model, seen here, that the far more stable conventional tricycle wheel arrangement appeared. 4,841 were built during 1952-53.
Velocette ViceroyVelocette Viceroy
The Velocette Viceroy was introduced in 1960 and was quite an innovative design. A 247 cc flat twin 2-stroke motor was mounted just behind the front wheel with the rear-mounted clutch and 4-speed transmission driven by a prop shaft for optimum weight distribution. The fuel tank was mounted under the leg shield.
Velocette Viceroy
An electric starter and 12V power (via two 6v batteries wired in series, located under the seat), as well as a large windscreen were standard fitment. The frame was comprised of a single large diameter tube that ran from the headstock back to the seat. Production ceased in in 1964. Power was 15 hp with a weight of 137 kg. Cruising speed was 105 km/h.
Walba Deluxe
Originally produced from 1949 by Dr. Balbaschewski in Reutlingen, Germany, the Walba Deluxe was the most significant of a range of scooters. It had several advanced features including identical front and rear suspension and the an engine/transmission unit that moved in opposition to the rear wheel (eg. when the wheel moved up the engine unit moved downwards) that provided a 50/50 weight distribution and excellent handling.
The brakes were hydraulic and a jet engine intake was a futuristic styling touch. An ILO 197cc 2-stroke motor was used. The Walba company was sold in 1952 but the scooters continued to be produced under the Faka name. This is an original condition 1954 Tourist model, with power at 9.6 hp, good for a top speed of 93 km/h.
Maico Mobile touring scooter
The Maico Mobile touring scooter was produced from 1950 until 1958 and marketed as a “car on two wheels”. A tubular steel space frame was clad with steel and alloy panels, which at the rear, incorporated built in panniers. Suspension was via telescopic hydraulic forks and swingarm. The large dashboard had a glovebox and provision for a car radio!
Originally powered by a 150 cc 2-stroke motor with three speeds operated by a twist grip, a 175 cc was fitted from 1953 and a 200 cc (with a foot controlled four-speed gearbox) was an option from 1955. This version produced 11 hp and weighed 150 kg and is a 1953 175 cc version.
KTM Ponny De Luxe
KTM’s first scooter was the Mecky. In 1962 the Ponny was released. It had cast alloy 12 inch wheels and dispensed with the Mecky’s pedals. A Sachs 50cc 2-stroke motor was fitted. The metallic paint and stylised rear rack are noteworthy. This Ponny De Luxe came from the KTM museum and is in original condition.
In 1955 the Austrian Lonher company expanded its range with the L 125. Powered by either a Sachs or Rotax 125 cc 2-stroke motor, the design was characterised by the large compartment built into the front leg shield. Power was 5.5 hp, with a top speed of 85 km/h.
1953 Goggo 200 De Luxe
Established in Pilsting, Germany in 1895 by Andreas Glas as a repair shop for steam-powered agricultural machinery, the enterprise expanded to Dingolfing in 1905.
1953 Goggo 200 De Luxe
It was here that the company began to manufacture Goggo scooters in 1951. Over 46,000 were built before production ceased in 1956 and construction of the famous Goggomobile cars commenced.
1953 Goggo 200 De Luxe
The Goggo scooters were available with 125, 175 and 200cc ILO 2-stroke motors. This original condition example is a 1953 200 De Luxe, with a power output of 9.5 hp, and weight of 132 kg. Top speed 90km/h.
The Molteni brothers, based in Milan, made micro motors after WW II. In 1950 they started production of their T50 scooter which featured a cast light alloy central truss frame. The swingarm pivoted off the end of the frame. The motor was a 123 cc two-stroke with a three-speed gearbox. Power was 4.5 hp and good for 70 km/h, while the scooter weighed 80kg. The T52 with improved performance was introduced in 1952.
Orix-Prina model BOrix-Prina model B
Prina was established in 1949 in Asti, and from ’52 their scooters were co-branded with the nearby Orix company. Both firms used German ILO two-stroke motors in capacities from 123 to 173 cc. Only about 100 scooters were built before production ceased in 1953. This 1953, unrestored example has the 173 cc motor, with power claimed at 8.2 hp, weighing in at 85 kg, and with a top speed of 85km/h.
This is the only known example of its kind known to exist, a 1950 MV Agusta 125 Competizione. They were based on the production model of the time and made available to privateers, only in Italy, mainly to combat the successful Vespa and Lambretta racing scooters.
1954 Honda Juno KA1954 Honda Juno KA1954 Honda Juno KA
The 1954 Juno K was Honda’s first scooter and was quite advanced for the time. It featured an electric starter (although not the first on a scooter – that honour goes to the 1952 Ducati Cruiser), built-in indicators, a full windscreen and more importantly, it was the first vehicle to use Fibre-Reinforced Plastic body construction in Japan.
The original K model was quickly followed by the KA (seen here) and KB but none of them proved popular with only 5,980 of all types produced over 18 months.
The K’s 189 cc OHV motor only made 7.5 hp at 4800rpm and tended to overheat. In addition the FRP bodywork was heavier than expected resulting in clumsy handling and low performance. The K weighed 170 kg. The KA and KB used a larger 220 cc motor that made 9 hp and weighed a hefty 195 and 160 kg respectively.
Honda Juno M80/M85Honda Juno M80/M85
After the failure of K-series scooters, Honda introduced the Juno M80/M85 scooter in late 1961. Again less than 6000 were constructed over a 12 month period. A 124 cc OHV horizontally opposed twin was fitted to the M80 and a conventional steel monocoque body replaced the FRP of the Juno K.
11 hp was produced at 9000 rpm, with a weight of 146 kg, an improvement on the KA and KB Juno. Top speed was 100 km/h. The M85 used a larger 169 cc motor which had 12 hp at 7600 rpm, but also weighed in at a heftier 157 kg.
Salsbury Model 85
Salsbury scooters date from 1935 and amazingly one of their early innovations was the Continuously Variable Ratio Transmission, still widely used today! In 1945 Salsbury became a subsidiary of Northrop Aircraft and the Model 85 scooter (as seen here) was introduced the following year.
Northrop sold Salsbury in 1948, to the Wayne Street Sweeper Company (!), which sold scooters assembled from spare parts. In 1954 the company was again sold, to Emery Engineering, which continued to assemble scooters from parts. About 700-900 were manufactured in total, with power output at six horsepower and a top speed of 80km/h.
Freccia Azzurra SachsFreccia Azzurra Sachs
Freccia Azzurra scooters were designed and built by engineer Giuseppe Del Bianco from 1951, originally using a Puch 125cc split-single two-stroke motor. A three-speed gearbox and chain final drive were used, as were telescopic front forks.
The Ambrosini company soon provided financial support and the scooters were then built in their factory in Passignano. From 1952 a Sachs 142 cc four-speed motor was used. As can be seen from this 1954 (final year of manufacture) machine, the scooter was aimed at the top end of the market and was about twice the price of a Vespa or Lambretta. Only small numbers were produced.
Fuji Rabbit S-101Fuji Rabbit S-101
The first Fuji Rabbit scooter, the S-1, was introduced in June 1946 (six months prior to the Vespa) and was based on the Powell scooter used by US troops. The last was made in June 1968. This 1959 S-101 is a transition model, using a dated side-valve 250cc motor together with a modern hydraulic torque convertor. The styling would appear to be based on the Ducati Cruiser! 41,790 were produced from 1957-59, with seven horsepower and weighing 148 kg. Top speed was 75 km/h.
Terrot VMS 2Terrot VMS 2
Terrot unveiled its first scooter in 1952 – the 100cc two-speed two-stroke VMS, aimed at the youth market. The VMS 2 was introduced the following year and was basically identical apart from a 125 cc motor and a pillion seat option. The three “portholes” on each side of the rear bodywork indicate that this example is a 1954 model. Power was 3.5 hp, with a weight of 75 kg, and top speed of 60km/h.
Zoppoli moped by AMI with Sachs 125cc two-stroke motorZoppoli moped by AMI with Sachs 125cc two-stroke motor
From 1947 the Italian company Zoppoli produced mopeds powered by Ducati’s Cucciolo motor. The design was licensed by La Neue AMAG, then by the Swiss AMI company which substituted a Sachs 125cc two-stroke motor (as seen here).
Helmet Bastert built small numbers of bicycles as well as mopeds and motorcycles in sizes from 48 to 248 cc in Bielfeld, Germany. In the early 1950s he designed the Einspurato (single track car) for which he is best known. Approximately 1200 were constructed from 1952 to 1956 and only about 20 are known to still exist – this is a 1953 model.
They were built to the highest standard with alloy bodywork over an aircraft-style frame and had many advanced features such as individual indicator lights for each gear, a second leather pillion seat that folded in behind the rider’s seat, lights in the engine compartment and solid aluminium wheels. ILO 150cc (three-speed) or 175cc (four-speed) motors were available.
Bernardet B 250Bernardet B 250
The Bernardet company was founded in 1921 and built sidecars up until 1948. In 1947 they began scooter production, which continued – through 12 models- until 1959. The B 250 model seen here, was introduced at the Paris Salon in 1949 and featured a twin cylinder 250 cc two-stroke motor designed by Marcel Violet. Power was 10 hp at 4000 rpm.
In 2011 I found myself on the outskirts of Milan to photograph a bike I had been trying to find for many years – Lambretta’s 250 GP racer (Lambretta 250 Grand Prix Racer – LINK). However the collection that it is a part of, “Casa Lambratta” is such a wonderful place that I thought it would be worth a detailed look.
Casa Lambratta – Museo Scooter & Lambretta
Here is Part 1 where you can see a general overview. Part 2 will show a selection of the scooters in more detail. I revisited a couple of years later so these images are from both visits.
Casa Lambratta – Museo Scooter & Lambretta
To be accurate the correct name of the collection is “Museo Scooter & Lambretta” but as it is housed above Vittorio Tessera’s Casa Lambretta workshop and offices it is by that name it is best known.
Casa Lambratta – Museo Scooter & Lambretta
Vittorio has been a Lambretta fan since his father bought one in the ‘60s when Vittorio was a child. In 1981 he formed a Lambretta club which has since grown to over 3000 members!
Casa Lambratta – Museo Scooter & Lambretta
In 1985 the Innocenti family, realising his dedication to their brand, offered him access to the company archives and donated numerous rare models to his collection This fascination grew to encompass all things scooter and in 2004 his collection was formally recognised and added to Milan’s museum registry.
Casa Lambratta – Museo Scooter & Lambretta
There is a main hall which all the Lambrettas are displayed. A scale model of the Innocenti factory takes pride of place in the centre. Countless Lambrettas, of all flavours, take up the rest of the hall. Rare examples include a Model A with frame number 2, Jane Mansfield’s gold-plated TV175, a 1949 three-wheeled FB and many others.
Casa Lambratta – Museo Scooter & Lambretta
A smaller hall is dedicated to Lambretta’s competition machines and this is where the 250GP is to be found.
Casa Lambratta – Museo Scooter & Lambretta
While the Lambretta brand is perhaps not quite as famous as its traditional rival Vespa, over four million were produced in the nearby Lambrate factory from 1947 to 1971. In addition they were built under licence in South America, Asia, India, Spain, Germany and France.
Casa Lambratta – Museo Scooter & LambrettaCasa Lambratta – Museo Scooter & Lambretta
Additional halls hold scooters from all around the world, over 160 in total.
I visited the (then) newly opened US Kawasaki HQ in Orange County, California back in 2016 to photograph the KR500 that Eddie Lawson rode in 1982 (Kawasaki KR500 Grand Prix Motorcycles – A Short History – LINK). While I was there I also had the opportunity to shoot another rare green machine – the KZ1000 S1.
Kawasaki’s KZ1000 S1 Racer
In 1982 Kawasaki built 30 (or possibly 29) race-only S1s for the KMC Racing Team plus US dealers who wanted to go Superbike racing. It was basically a copy of the bikes Eddie Lawson and Dave Aldana campaigned in ’81-’82.
Kawasaki’s KZ1000 S1 Racer
Due to most of the company’s race resources being directed towards the European GPs it was decided that while KHI (Kawasaki Heavy Industries, the parent company) would develop the motor, long time Kawasaki mechanic Randy Hall (based in the US) would develop the chassis. The S1 featured an alloy swingarm of his design.
Kawasaki also released a slightly modified KZ1000 – the ‘Eddie Lawson replica’ for street use. The bike seen here is incorrectly fitted with the side cover badges from the street bike.
Randy Hall and Eddie Lawson pose with the KZ1000 S1 in 2016
The dealer cost for the S1 was US$10,999 with no retail price supplied. An original S1 (with spares kit) sold for USD $107,000 in 2013.
