This is one of only two or three 175 Bialbero (DOHC) race bikes constructed during 1931-34 and was raced by Dorino Serafini.
Benelli 175 BialberoBenelli 175 Bialbero
Antonio Benelli wasn’t old enough to join his other brothers, working in their motorcycle, car and gun repair business, but by the early 1920s became the racer of the family, promoting the capabilities of their own designs.
Benelli 175 BialberoBenelli 175 Bialbero
In 1927 Giuseppe Benelli designed a gear-driven SOHC 175 cc that allowed “Tonino” to win the company’s first international race the Monza Grand Prix as well as the ’27, ’28 and ‘30 175cc Italian Championships.
Benelli 175 Bialbero
A redesign in 1931 saw a DOHC version take to the track to great success over the next few years. It was originally equipped with a three-speed hand gear change (as seen on this bike) but a four-speed foot change was employed in 1932.
Benelli 175 Bialbero
The Bialbero went on to win GPs in France, Belgium, Holland and Switzerland before the FIM abolished the 175 cc class at the end of the 1934 season.
Benelli 175 Bialbero
The 175 Bialbero made 15 hp at 9000 rpm and weighed just 93 kg, with a top speed of 140-150 km/h.
With forced induction banned when Grand Prix competition resumed in 1949, DKW introduced the RM model in 1952, with development continuing until 1956.
DKW RM350 V3 racer DKW RM350 V3 racer
The motor was designed by Erich Wolf with his successor Helmet Görg continuing his work. The air-cooled 75º V-3 originally made 32 hp at 12,000 rpm and earned the nickname of “Singende Säge” (Singing Saw) due to its piercing exhaust note.
By 1956 power had increased to 45 hp at 13,000 rpm, although the redline was a heady 15,000 rpm. The original magneto ignition (sourced from a six cylinder BMW 328) and distributor were mounted on the right hand side of the motor.
DKW RM350 V3 racer DKW RM350 V3 racer
The encoder for the electric tachometer (when fitted) was on the left hand side. Later bikes switched to battery ignition. The crankcases were cast in Elektron.
DKW RM350 V3 racer DKW RM350 V3 racer
Team riders Ewald Kluge and Siegfried Wünsch finished first and second in the 1952 Eilenriederennen event in Hanover but GP results were harder to accomplish.
DKW RM350 V3 racer DKW RM350 V3 racer
August Hobl finished the 1955 season in third place but won the German Championship. The following year he improved to second in the GPs and again won the domestic championship.
DKW RM350 V3 racer DKW RM350 V3 racer
Dry weight was just 90 kg with a top speed (in ’56) of 230 km/h. This bike is in completely original and race-ready condition.
Giuseppe Pattoni was the chief mechanic for the FB Mondial GP team when the company (together with Guzzi and Gilera) quit racing at the end of 1957. He and former company engineer, Lino Tonti, then formed their own company, Paton. Their first bike was a 125cc single, closely based on the Mondial.
Mike Hailwood finished seventh on the bike in the 1958 IOM Lightweight TT. This was followed by a 250cc parallel twin which in turn spawned 350 and 500cc versions. The 500 was the most successful and still produced for classic racing. Indeed it is the go-to bike for the 500 classes.
In 1975-76 Pattoni started development of a V4 two-stroke. It was the first single crankshaft V4 to appear in the 500 Championship. It was also the first design that Pattoni’s son Roberto was involved with. However it wasn’t until 1983 that the much refined C1 500 was ready for competition.
As with the original design the cylinder angle was 115º. It wasn’t until 1990 that it was changed to 90º. A redesign (the C9/2) in 1994 saw the angle further reduced to 70º. A pair of special magnesium Dell’Orto carburettors were fitted (each with two two intakes/float bowls per body) with Paton manufactured top fittings.
The 1995 C10/1 saw power rise to 165 hp, still at 12,000 rpm. This bike is the only ’94 spec V70 in existence as the second machine was upgraded to C10/1 specification. Output was 150 hp at 12,000 rpm, while dry weight was just 135 kg.
This neat little machine was the first (more or less), fully enclosed motorcycle design to actually sell in large numbers, Moto Guzzi shifted just under 130,000 Zigolo scooters over its 13 year production span.
The Moto Guzzi Zigolo scooter offered a low cost alternative to the Guzzino Over 130,000 Zigolo models were produced
Introduced in 1953 the Zigolo was designed to be a low cost step up from the company’s original two-stroke, the 65 cc Guzzino. Again the motor was a Antonio Micucci creation – initially of 98 cc then enlarged to 110 cc in 1960.
The Zigolo offered an ideal entry point and the Vespa theme was obvious The lack of chrome helped keep pricing down on early models
When first produced the cost-cutting methods included completely grey paintwork with no chrome plating to be found. Friction damper rear suspension was also fitted – the last Guzzi to feature them. They were replaced by conventional telescopic shock absorbers for the 1960 models.
A central tube frame was still used under the bodywork
The influence of the Vespa scooter can be seen in the use of the pressed steel body-work which was only partly structural, a central tube frame was hidden underneath.
This was the last model before the Zigolo received shocks
The motor featured a horizontal cylinder with distinctive alloy head finning, a three-speed gearbox and made four horsepower at 5200 rpm. Top speed was 76 km/h.
The finned head was a distinctive feature
This is a 1958/59 second series model was the last to use the friction damper rear suspension.
The Zigolo offers an interesting glance into Moto Guzzi’s history Source: MCNews.com.au
In 2004 I was able to cover the Australian MotoGP from the perspective of being “embedded” within the Ducati team. Here are some of the images, from both behind the scenes and out on track. They begin with the team setting up on the Thursday and finish with the post race press conference.
As the penultimate round and home ground for Australian rider Troy Bayliss, the round was an important one with Loris Capirossi to end the season ninth overall in the standings as top Ducati, while Troy Bayliss would be 14th, having retired from as many races as he finished.
The glamorous life of a race mechanic!
Lunch.
Inspecting the opposition.
Warming up the bike… or dreaming of glory?
Loris Capirossi giving that all important quote.
One of many screens in the back of the pit garage.
It took some convincing to be able to get this image!
Plenty of spares available for the weekend.
Free Practice 1 – things get underway!
Loris’ crew watch the monitors.
A wet start to practice. Loris gets a push out of pit box.
Troy Bayliss comes in for a debrief.
And keeps an eye on how the competition are going.
As things start to dry out Troy is fastest.
Team Manager Livio Suppo.
Loris is informed of his progress.
Troy prepares to go out again with a new tyre.
Watching the timing screens.
Free Practice 2. Troy sports a different helmet – just to make life difficult for the photographers.
Troy Bayliss.
Loris Capirossi.
Loris Capirossi.
Loris Capirossi.
Troy Bayliss.
Loris Capirossi.
Troy Bayliss.
Qualifying about to start. An advantage of rear wheel starters.
Loris keeps an eye on the opposition.
It is action stations during a pit stop. The teamwork is on display.
Troy Bayliss heads out again.
As does Loris.
The crew are pleased Loris has qualified in 3rd place.
Both of Loris’ bikes before the post qualifying work begins for the mechanics.
Warm up. You don’t often have the chance to get both riders in the same shot.
Troy Bayliss.
Some race morning PR.
In the car heading over to the Ducati Australia grandstand.
Troy and Loris give ten minutes of their time to the enthusiastic crowd.
On the starting grid. Loris’ bike gets its final adjustments.
Two Aussie legends!
Troy Bayliss gets ready.
Sete Gibernau leads off the line.
Many eyes keep track of the riders progress.
Troy Bayliss finds himself in fast company.
Loris is just up the road.
Troy makes his way forward.
Loris and Troy.
Rossi wins by 0.097 seconds! Gibernau in second. Capirossi takes third. Troy finished in ninth.
Post race press conference. Loris is obviously happy with the team’s first podium of the season. Troy also scores a 3rd place at the following race, in Valencia, to end the year on a high note.
2004 Australian MotoGP Results
Valentino Rossi – Yamaha
Sete Gibernau – Honda +0.097s
Loris Capirossi – Ducati +10.486s
Colin Edwards – Honda +10.817s
Alex Barros – Honda +10.851s
Nicky Hayden – Honda +12.210s
Max Biaggi – Honda +12.847s
Makoto Tamada – Honda +12.9865s
Troy Bayliss – Ducati +18.607s
Carlos Checa – Yamaha +21.245s
Ruben Xaus – Ducati +23.173s
Shinya Nakano – Kawasaki +25.718s
Alex Hofmann – Kawasaki +35.137s
Jeremy McWilliams – Aprilia +45.155s
John Hopkins – Suzuki +45.197s
Gregorio Lavilla – Suzuki +52.205s
Norick Abe – Yamaha +52.665s
Neil Hodgson – Ducati +71.394s
Nobuatsu Aoki – Proton KR +1 lap
James Hayden – Proton KR +1 lap
Youichi Ui – Harris WCM +1 lap
James Ellison – HARRC WSM +3 laps DNF. Marco Melandri – Yamaha DNF. Garry McCoy – Aprilia
Say ‘Moto Guzzi’ and which bikes spring to mind? Big transverse V-twins? Maybe, if you are of a certain age, horizontal four-stroke singles? What about tiddler two-strokes?
Perhaps not the first model to come to mind is the Moto Guzzi Dingo GT
The company had introduced its first two-stroke design, the 65cc Motoleggera (better known as the Guzzino) in 1946 – of which over 70,000 were produced, until it was superseded by the similar Cardellino in 1954. It, in turn, was manufactured until 1963 to the tune of some 144,000 bikes.
The Dingo followed the Motoleggera
So the company certainly had impressive two-stroke experience. The two bikes seen here represent Guzzi’s efforts to embrace the swinging ’60s youth market with low cost entry level models.
Interestingly the Dingo was aimed at young entry level riders, not unlike the current LAMS segment
A three-speed gearbox, steel frame and 16 inch wheels were part of the package
In 1963 the 49cc Dingo (don’t you wish you could have been present in the factory boardroom beside Lake Como when that name was chosen?), was introduced as a twist-grip controlled three-speed, pressed steel frame moped with 16-inch wheels.
1966 Moto Guzzi Dingo GT
Like the Guzzino the motor was designed by Antonio Micucci, who was obviously the go-to man at the factory if you needed a two-stroke! The Dingo evolved over the years through several models including the 1966 GT version seen here.
The Moto Guzzi Dingo would evolve over the model’s lifetime
It was a proper motorcycle, with the pedals dispensed with, a four-speed foot operated gearbox, a tubular frame and 18-inch wheels. Output was 1.7 hp at 6000 rpm.
A 49cc two-stroke powerplant was featured
An advanced 50 cc parallel-twin two-stroke prototype was displayed at the Milan Show in 1975 which used the same chassis as the GT. Other Dingo models included the Cross dirt bike and MM automatic. In all 12 different models were built from 1963 until 1976. They were also produced under licence in Spain.
1968 Moto Guzzi Trotter Super
The Trotter moped was an even more basic machine that harked back to the Guzzino days, at least in concept. It was introduced in 1966 and was powered (if that’s the word) by a 1.2 hp 40 cc two-stroke that used a twist grip two-speed gearbox, basic pressed-steel frame and 1- inch wheels. The carburettor was fitted to the front of the motor.
1968 Moto Guzzi Trotter Super
1968 Moto Guzzi Trotter Super
The bike I photographed here is a 1968 Trotter Super version which benefited from being fitted with telescopic forks. From late 1969 the range received a major overhaul with the motor being redesigned, receiving an 8 cc capacity increase, a V-belt primary drive and horizontal cylinder.
Suzuki’s original entry into the 500cc class came in 1968 in the US with the XR-05. The motor was a modified unit from the T500 Titan/Cobra road bike.
1974 Suzuki XR-05 Mk III
It wasn’t until 1971 that the XR-05 appeared in Europe with Aussie Jack Findlay winning Suzuki’s first 500cc GP at Ulster that year. Output had risen from 63 to 71 hp over the intervening years.
The Suzuki XR-05 first appeared in the hands of Aussie Jack Findlay winning the Ulster GP
1974 Suzuki XR-05 Mk III
A water-cooled version, the MkII, appeared in 1973 with triple disc brakes, larger carburettors and on works bikes, a six-speed gearbox, while power was 73 hp.
Power output on earlier models was 73 hp but evolved up to 80 hp
1974 Suzuki XR-05 Mk III
The XR-05 Mk III filled the gap before the introduction of the RG500
In 1974 the MkIII arrived as an interim model, intended to be used until the new RG500 square four was available. The MkIII had revised cylinders with a squarer look and laid down rear shocks.
1974 Suzuki XR-05 Mk III
Square cylinders were a point of note on this model
Only 15 MKIII’s were constructed with the bike seen here number 15. This bike has been fully restored although all the paintwork is original apart from the fairing. Care was taken to use as many original parts as possible.
1974 Suzuki XR-05 Mk III
1974 Suzuki XR-05 Mk III
The last of the MKIII bikes were delivered in 1975, by which time output was up to 80 hp at 8900 rpm. Dry weight was just 140 kg and top speed had reached 257 km/h.
One of the most sought after models for Moto Guzzi aficionados is this derivative of one of the company’s most common models, the Falcone.
The Moto Guzzi Falcone ‘Corpo dei Corrazzieri’ was a police/military special
This version of the Falcone proved a great success for Moto Guzzi
The 500cc Corpo dei Corrazzieri (Presidential Guard) was one of a range of special police and military models that Guzzi was so successful in producing.
Production ran for 18 years, with this a 1957 model
Moto Guzzi Falcone ‘Corpo dei Corrazzieri’
Moto Guzzi Falcone ‘Corpo dei Corrazzieri’
The Falcone was manufactured from 1950 through to 1968 and this 1957 example of the Corpo dei Corrazzieri has many changes to the standard bike.
This model features a number of modifications from the standard to suit police work
The electrics were upgraded to 12V and an electric stater fitted. The additional batteries required for it were hidden in the integral rear guard “panniers”. A siren was mounted under the headlight and unique bodywork fitted.
Additional batteries were hidden behind the bodywork
Electric start was also fitted
The modest output of 25 hp at 5000 rpm was not much of a drawback for the bike’s duties.
Some idea of the importance of the Australian market to Ducati in the 1970s (it was in fact the company’s largest export market for most of the decade), can be seen in these two 750 models.
1978 Ducati 750 GT Australian special
1978 Ducati 750 GT Australian special
While at first glance they look like a normal 1974 GT and Sport they are in fact 1978 ‘models’ constructed from spare parts by the factory at the request of the Australian importer – Frasers.
1978 Ducati 750 Sport Australian special
1978 Ducati 750 Sport Australian special
At the time the recently released 860 GT was seen by the market as a backwards step from the 750 GT (at least aesthetically), which had ceased production in 1974, and there was no Sport equivalent available with the “square case” motor.
The 1978 Ducati 750 GT proved a racing success in the Superbike class in Australia
1978 Ducati 750 GT Australian special
The 750 GT had proved to be very successful first step into the Superbike class with Australian sales rising from 33 upon introduction in ’71, to 151 in ’72, 202 in ’73 and 396 in ’74. The 860 GT’s figures were 181 in ’74, 270 in ’75 and 244 (including 14 GTEs) in ’76 – quite a drop from the “round case” 750.
1978 Ducati 750 GT
1978 Ducati 750 GT
There were only a few differences between the ’78 and ’74 GT models. The later bikes used the same CEV switch gear as the ’78 SS and had the newer “double line” Ducati logo stencilled on the rear of the seat. A total of 41 were imported.
1978 Ducati 750 Sport
1978 Ducati 750 Sport
1978 Ducati 750 Sport
The 22 ’78 750 Sports built had even less changes. Some had slightly different switch-gear fitted but they were basically identical to the earlier versions.
What I photographed here is a beautifully restored 1971 Ducati 750 GT, a bike that was a real pleasure to spend time with!
1971 Ducati 750 GT
The 750 GT went into production in mid-1971, with the first 404 examples (this bike has frame number 61 and engine number 62), having sand-cast crankcases and many other differences compared to later bikes.
1971 Ducati 750 GT
The engine cases featured large circular recesses in the sump, originally designed for the footpeg mounts. In addition the clutch cover was without a separate inspection cover; the tank was uniquely shaped, as was the seat; the valve covers were polished; the foot-pegs were positioned further forward than on the later bikes; both the Grand Turismo handgrips and this shape choke lever were only found on these early bikes.
1971 Ducati 750 GT
The rear drum brake was a twin leading shoe type as opposed to the single leading shoe fitted to all later production (up to around frame number 80, the same with the one piece clutch cover).
1971 Ducati 750 GT
The owner of the bike chose to paint the frame silver grey as seen in the factory brochures and possibly on some very early production bikes, but no one has ever actually seen one as far as anyone can now tell.
1971 Ducati 750 GT
1971 Ducati 750 GT
1971 Ducati 750 GT
The ’71 750 GT made 57 hp at 7700 rpm and had a dry weight of 185 kg. Top speed was 200 km/h. It was the first of a very long run of Ducati V-twins that of course continues to this very day! And it is gorgeous!
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