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September 2016

Ancillotti CRH 80 125 
The history of this restore motorcycle has begun in October 2015. I’ve looked for it for a long time because the 125 Ancillotti model was the first sheer dirt bike and when I was 16 it was my first 125 model. I’ve bought a secondhand model by a motorcycle seller, who exchanged it for my 50 Ancillotti code. Indeed my desire of being a high-powered 125 track model was too hard. It belonged to an old racer I’ve never met. I know only that he took number 214 and that he took care of his motorcycle because it was more powerful than my friends ones (always water Hiro motorized) and because he used FOX as rear dampers, which were fashionable at that time. Nobody had never seen something similar to those dampers without springs: they were really a step forward the future! I’ve used it everywhere, on racetracks, on roads (always in danger of requisition), to go on work and in woods around the country where I born. We didn’t use carriages or vans to go on racetracks but we used directly our motorcycles through secondary roads. Those were the days…
The truth is that it gave me a lot of problems. It was used probably too much by its old owner and I got an high powered motorcycle but the engine shaked too much and it damaged the frame and the muffler I’ve welded a lot of times. When I got the specific driving license, two years later, I would have purchased the following model of 1981’s, with a single dampler but it was too expensive. What a pity! Asking to Alberto, a friend of mine who started racing in trial competitions, he decided to exchange it with a yellow 350 OSSA model I’ve not used for only a few months. Now I can just say that I’m not suitable for this discipline! Following to nowadays, I’ve found it in October 2015 online on a selling website so I immediately looked for a seller contact. Watching its photos it was sure that the motorcycle had been unused for a long time and it needed some elements. I realised that it needed a lot of restoration works but I’ve been looking for it since X a couple of years and I didn’t want to run it away. I traded a lot but finally I took it to Novegro where a friend of mine brought it to my house. I was really excited but also disappointed because it was worst than I could see in the photos. But at that point I was involved in and I started to find what I needed for its restore and I got in touch with Daniele Soiatti, my trusted mechanical technician of Novara, to advise him about my project. Surely he could have helped me...
ITALJET Trial 350
ITALJET was a well-known brand at the end of 1970’s especially for minicross and children motorcycles. Leopoldo Tartarini, the SUN International’s owner in Bologna, had this idea, Bultaco believed in and trusted in its motocross importation. In 1979 trial market was circulating so well that Tartarini got involved in that field showing a trial 50 model for young people. Meantime in Spain Bultaco’s situation was becoming more and more difficult, because of different strikes that stopped the production until the race department closure.
In May 1980 Bultaco released the racers so that they could find a job elsewhere.
Tartarini, worried about Bultaco’s situation, sought out for a solution to client requests about trial motorcycles. So he got the idea to create a high-powered motorcycle, similar to his famous 50 trial, but he needed a competent technician and a world-leading racer: Manuel Marqués and Bernie Schreiber, Bultaco’s old celebrities, seemed to meet the needs...
JAWA "banana frame" 250 and 400 motocrossers
When the Jawa factory bikes contested GP events in
1964 and 1965 in Britain, the local motoring press took
notice because they were performing very well, in the
hands of factory riders like Valstimil Valek. The press also
dubbed the bikes the ‘flying bananas’ because of the
very unusual frame design. From that point forward the
frames came to be known as the ‘banana frame’. Designed
and developed in mid 1963 by chief Jawa engineer
Jan Krivka, the frame was subsequently used by the
250 and open class Jawa factory racers for the ’64, ’65
and ’66 seasons. In 1967, Jawa went to a traditional twin
downtube frame design. That said, the banana frame
carried on for a few more years in Jawa’s ISDT models.
The radical fame design saw its share of success in motocross
circles, earning Valek a 7th in 1964 (250 GP series),
a 6th in 1965 (250 GP series) and a 4th in 1966 (500 GP
series). Indeed the frame design was always intended for
use across a range of racing disciplines, as well as motocross
the frame (with minor modifications) was to be used
for Enduro and even roadracing. The main part of the
frame was formed by a twin tubular girder of square-section
steel tubes. Conventional circular-section tubing was
used for the rear portion of the frame. The advantage
of the ‘banana’ style was meant to be greater strength
and resistance to breakage but the downside was slightly
higher weight. Some weight saving was achieved by the
use of aluminium for the mudguards while fiberglass was
employed for the seat base and number plates. Overall
dry weight was claimed to be 100kg (220lbs) for the 250.
The wheelbase was a very short 1300mm (51.2”).
Front and rear suspension components (all of Czech
manufacture) seemed typical oil-damped units of the
day but the front forks, with 170mm (6.7”) of travel, were
a bit ahead of the game by offering adjustable damping,
via a ‘transfer valve spring’. Also of note was that although
the brakes were typical drum brake units, Jawa
was in the midst of developing a disc brake in the mid
’60s for their works motocross bikes however it didn’t ever
seem to make it into production...
IF YOU'RE INTERESTED IN THIS ISSUE, WRITE TO info@motocrossdepoca.com
 
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