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May 2016

ANCILLOTTI SCARAB 125 CR CROSS
The famous italian factory, located in Sambuca Val di Pesa
(Florence) and founded by Gualtiero Ancillottti, came out
on the italian motocross championship with two all-new
bikes of 50 and 125 cc., and immediately inspired good
impressions to all. They were pretty competitive bikes, and
in a few time were obtained imporant successes non only in
italy, but at International level. The vedette of this article
iso ne of these bikes wich obtained important results,
like the first place on the the italian juniores motocross
championship 125 with Giancarlo Curradi in 1973, and
with Tommaso Lolli i the following year, and the on-track
inning in the 125 cadetti championship with Mauro Santi
in 1975, title that was revoked at the end of the season
like consequence o fan. The silhouette of the Scarab 125
is very thin and linear, with a pretty good looking yellow
alluminium fuel tank of seven litres of mixture at 6%. The
engine is the classic street-derived Sachs 6D, a six-speed
one cylinder two stroke engine with air cooling system,
wisely prepared by Ancillotti brothers, with around 24
horsepowers at 9000 Rpm, and a good torque on bottom.
The carburetor is a 36 unit, hardly fixed on the cylinder.
Looking at the frame of this particular model, wich was
called “Cross Internazionale” and strictly derived from
world championship mx 125, we find a steel AQ 45
double-cradle unit, with swingarm mounted on silent block
and rear dampers placed forward than older models, so the
seat level is higher. The exhaust system take is natural
place under the engine, in a very low and less protect
position like the majority of the 70’s dirt bikes, so it’s not
particolar difficult to damage it in the normal use...
MAURO SANTI REMEMBERS
After racing for Gori in 1974, next year he became works
rider for Ancillotti, so he has tested in 75 and 76 all
developments for CR Internazionale.
1975 version was completely modified for 1976, there
was frame of new design for use of Hiro engine, that was
modified to adopt Sachs engine.
New bike had high mounted exhaust and forks were
different from production model, in addition to frames
built by Racing Department using better and lighter
materials. In 1976 we made experiments with front forks
in MAGNESIUM and advanced front wheel axis, that
were adopted in 1977 for production models, while rear
shocks,were coming from Racing Department of CORTE
& COSSO. Racing Ancillotti in 1976 I have finished
third in Italian Junior Championship, I also remember to
compete in Italian Round of World 125 Championship
that took place at track at Montenero, located in province
of Livorno. I had to stop due to problems...
ANCILLOTTI 125 MONDIALE - LIVORNO 1976
The photos of this article’s bike were taken in occasiono
f the vintage Ancillotti meeting on polcanto track. In this
occasion, this bike won the prize for the better restored
bike of the event. “I was looking for this Ancillotti for a
long time, and i finally founded it on a web ad, probably
by an old Ancillotti seller. The bike was was in Naples,
and joined my garage after a long negotiation with the old
owner. I was really surpised to find this bike in pretty good
conditions because it was complete of all, but wasn’t good
preserved, so i started to a total restoration for it.
When it arrived to me, I saw that all the original and rare
part like the cylinder, prepeared from Ancillotti brothers
were on, and the piston was yet the first equipment’s one,
so I was sure the bike was really less used.
The wheels were in good conditions and the exhaust
system too, only with a little bit of rust. On the restore i was
inspired from the works bike wich took place on the world
championship with the works driver Tommy Holson...
GILERA 50 6V COMPETIZIONE 
So called “GILERINO” was officially presented in 1973 at
Motorcycle Show at Milan, after three years of competition
in small cylinder cathegory, in hands of riders like Oldrati,
Miele, Brissoni, Perego, Gagni and Signorelli.
This bike, closely connected with works bikes used in
competition, has beautiful shape, aggressive but also
elegant with frame, mudguards, and side panels ( which at
the center has nice number plate area ) in raw aluminium
colour, dark red fuel tank, above which is attached small
but usefull bag in real lether, containing well selected tools
and comfortable seat in black colour.
This model was built in two variants: first type with frame
numbers from 1001 to 1124 and second one from 1125
on. The second series is different from first one which had
cylinder head in rounded shape, mainly in upper part of
cylinder which has head plane square and for head which
has one more fin. Also carburetor flange is flexible, not
rigid one and silencer of exhaust (Lafranconi DGM 12898
S) rather then conical end of silencer itself (Lafranconi
DGM 12143 S). This solution was adopted after
penalisation of works bikes during noise level verification
during championship races. Frame is robust double
cradle in steel, with several reinforcements, and with well
choosen geometry, as well as well distributed weight, and
good suspension performance give bike excellent handling
both in off road and secondary roads. Riding position is
free from silencer obstruction...
OSSA MAR ANDREWS PROTOTYPE 1971
This Ossa was owned by important bikes collector , who
has almost all models of this marque, I have admired it
along others Ossas: Enduro, 4-speed trial, 4-speed MAR,
5-speed MAR, To-Yu, ROJA, as I said all models of
OFFROAD Ossas and in addition also almost all models of
Montesas, Bultacos etc...she was for years in his garage...
He has brought her from Great Britain, and has done
some work to put her in perfect condition, repainting her
completely, mounting new carburetor etc.
One day during visiting him together with my good
friend “TRIALS BIKES GURU” Pippo Bartorilla , he has
mentioned, that he has will to raduce his bikes collection
and asked me “do you want to buy Ossa MAR prototype” ?
I couldn’t belive my ears ! I really loved this bike ! We
started engine and it was working like watch (Thanks
also to its carburetor IRZ, brand new, almost impossibly
to find one!) and at this point I couldn’t resist any more,
price requested was high, but I have just sold one of my
bikes, i was afraid that he might change his mind, and
then in fact complete bike, mechanically perfect, real
jewel, very rare, with some mystery of its story had cost
of well done restoration of any MAR... So I run back
home, took requested amount of money, then we agreed
for final price and bike was mine, so I took her home...
HONDA CR 250 R, 1984: NEVER SAY BANZAI!
At the begnnings of the 80’s Honda, Yamaha, Suzuki and
Kawasaki are lords on the off-road market. That’s the
periodo f the incredible Yamahas OW, Suzukis RA, RH ed
RN (in order 125, 250 e 500, n.d.r.), Kawasakis SR and, of
course, Hondas RC-M, wonderful bikes, wich are dreams
for average-joes. If works bikes are incredible, their stock
sisters, are good bikes, different for sure, but very well
built. In those years Japanese’s stock bikes have completely
joined the level of the better European production, and
maybe now are the Europeans in big throuble to answer to
this oriental invasion. That’s pretty difficult for American
or English people to understand this situation: in Italy, and
of course in most of European country, till the beginning
of the 80’s there were a law, wich in Italy was called
“Contingentamento” wich limited very much the import of
Japanese under-500 c.c. bikes and cars, so was very hard
to find on our tracks these bikes wich found already good
diffusion in the States since the end of the 60’s.
In that truly Japanese-invasion, Hondas are maybe the
most whised bikes in that period: amazing on their red
and blue livery, and a bit similar to Bailey’s and O’show’s
bikes (only) at the first wiew. Our ’84 CR 250 R is a right
example of that, an easy and smooth Japanese bike, and
pretty good looking.
THE BIKE
Fot this amazing red bike, 1984 is a year of tecnical
innovations: the two-stroke water-cooled engine (66,5 x
72 mm) with reel valve on cilinder, receives the famous
ATAC-valve ( Automatic Torque Amplification Chamber),
wich honestly is not a truly exhaust-valve, but a sonic valve
on the exhaust system. The livery is pretty inspired to the
HRC’s RC-M, but is difficult to find technical and design
contact-parts between this bikes and Little Professor’s one.
Marketing power…
IF YOU'RE INTERESTED IN THIS ISSUE, WRITE TO info@motocrossdepoca.com
 
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