Majestic Matchless
008 From the archive
Allan Jeferies and his Trusty Triumph training forthe ISDT 012 Your Guide To:Moto Morini 3½
There’s somethingabout this Italian 350cc V-twin that hasmanyin aspin
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090 In TheWorkshop:Sorting sealed beam headlights
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094 In TheWorkshop:Recommission aMoto Guzzi V35 Imola
This one wasbetter than they thought –what asurprise
098 Frank’sFamousLast Words
Frank? Cleaning abike? Areyou serious?
Get ittaxed androllin’ –and keep on smiling
Greetings, oh merry, like-minded souls. Mayyour smile onlybehidden by the fy you’ve just headbutted and your mind be full of tweeting birds. Or is that sound adry chain…
Creator (‘and founder’ as it’sso important to saythese days –oh, take abreak), contributor and columnist of this esteemed tome, themasterful Mr Frank Westworth, and Ioccasionally exchangeemails. Thinlyveiled aswork, theseexchangesquicklydeteriorate into gossip, amusement, self-deprecation and nonsense.I learn much fromthis wise gentleman, and in turn repayDrWentwell by growing abeardand mocking. In one suchvolley,Sir Whitworth parried me with the abovephotograph. It’sinmonochrome as backinthe mists of time,colour hadn’tbeen invented yet, I’ve been told. It does explain theblack-and-chromeonly motorcycle world. Anyway,itshows Commander Westwood and one Julian Ryder,another esteemed motorcycling journalist-turned-World Superbike and
Moto GP commentator,whose incredible, encyclopedic racing knowledgeand enthusiasm made him the soundtrackto motorcycle racing for millions of fansfor morethan 30 years.
The photograph is apromotional shot featuring said twobearded behemothsof biking, with LordFranklin next to aTrabant car,anEast German creation made not from paper mâché as is legend, but of a crude fbreglass material made from waste cloth and acidic plastic waste.The bodies were impossible to recycle,orevenburn, andthe engines were mainlytwo-stroke andate sparkplugs. WhileJulian poses proudlynexttoaborrowed MZ,and the idea wasa regular featureinarecently opened ‘crapcar magazine’ of General Woolworth and ex-BikeMagazine hero, Mark Williams. The featurewas to be called Two FatLaddies, aplayonthe then current TV series TwoFat Ladies, and wastofollowthe twosplendid chaps making the most of the loyalfollowing that cheap,basic Eastern transporthad built up
The featureseries failed, butthe photo is priceless. Yousee,itremindsmethat the world has become sucha serious place; and by essenceofour thirst formedia, so have many of us. Worrying about things we cannot change, plansthat don’thappen, and goodswecan neverafford. It’sexhausting, and I’ve lost friends over it as theybecome less open-minded. Buta quick peek at this photo of twoprofessional people having a good laugh at themselves while entertaining others reminds me to enjoy what we’vegot. Andright now, we have sunshine,dry roads, longer evenings and an old bike to ride.Add acoffeeand acake at the end, and who could want more? Thank you, Mr Ryder,and thank you, the RevWitherworm.
Feelingflat…
In this photoweare at thetes ts for the1939International Si xDaysTrial to be held in Germany–well, Aust ria. The eventfinished just four days before the st ar toft he Second WorldWar,when Germanyinvaded Poland.Asaresult of thedeteriorating politicalscene beforehand,manyrider slef tearlier, especially with many being military soldiers,addingtot he ’39ISDTbeing nick named‘TheGreat Escape.’ Hence, theFIM neverawarded result s.
Severalmonthsearlier,16rider swere compet ingfor aplace in theteam, and they hadtocompleteatB agshot Heat h on thescramblecourse, whilet hey laterconvenedtoBrooklandsfor some prac ticaltes ts
Here we seeAll an Jeferies,complete with smar tOxfordshoes,ont he tubechanging test with his500cc side -valve Triumph. All16rider sweret imed to see whocould remove thewheel,t he tyre (one side)toget thetubeout ,showit by holdingitup, then refit thet yreand tube, andt hent he wheel, reinflated.
Allmannerofspecial measures were used to aidt his, includinglever s st rapped to theforks,‘Tbar s’ to speed up wheelremoval,and compressed air canister s. Allanwas thequickes toft he mark ,wit hhis tube in hishands within oneminute! CNRoger shad thewheel back in quickest ,but BobMcGregorwas away thefas test .All an came third. The riders then hadtocompletefi ve highspeed laps of thecircuit ,a newelement to theISDTt hatyeartoprepare fort he Autobahn sect ions.The rear tyre yousee here wasanew type made specifically fort he trialt hatyear, whichfeatured treadt hatc ameround thesidemore.
AllanJeferiesran thefamily dealer ship in Shipley, whichhad st ar ted in 1917. They were dealer sfor Triumph, BSA, Honda, Yamaha,Nor ton, Greeves and, as of 1971,BMW.His sons Nick and Tony went on to be greatracer s, as did Tony ’s son, thegreat DavidJeferies. What adynas ty.
Moto Morini ni
To those that haven’t ridden one, alittle Italian 350cc V-twin may not sound likeperfection –but to those that have…
Words and photographyby Stuart Urquhart
Mike is afan of classic sports motorcycles. Forargument’s sake,wecould even say ‘classic superbikes.’For Mike has owned morethan a fewand currentlyparked in his garage is agorgeous Moto Guzzi Le Mans 850 (featured in July CBG), aNorton Commando Roadster 750, Honda 400/4 and an extremelydesirableHonda VTR1000 SP2. Acommitted trackday fan and aSunday Trials competitor,Mike is also familiarwith ‘getting his knee down’onaDucati 996 and ‘foot-dabbing’ aclassic Honda Twin-shock 200cc single around local Trials events. But as readers will have alreadyguessed, lucky Mike is also the proudowner of this very desirable‘mini-superbike’ plastered across these colourful pages. Familiar enthusiasts of the breedwill no doubt have spotted this is no ordinaryMoto Morini either,but an earlymodel3-½ Sport–giveawaysbeing the humungous Grimeca front brake,bump-stop sports seat and in-your-face side panel ‘3-½’ white graphic decals. The renowned redand black paintwork, Borrani fangedalloyrims, clipons, chrome mudguards and characteristic V-twin engine arealsounmistakably ‘Sport’ to committed MotoMorini enthusiasts, opposed to the more‘everyday’ Strada version, with its morecomfortable handlebars, lowercompressionand a 3 1 2 —
less sporty cam. ThinkingbacktoMike’s stunning Le-Mans, Iasked him, ‘Why followupyour big-bore‘Guzzi with a350cc lightweight Morini?’
Mike chuckled. “WhileIwas relaxing one warm summer afternoon admiringmy ‘Guzzi over agarden beer, Ihad asudden thought –IfancyaMoriniSport!Idon’t knowwhat inspired the idea, but that evening Iwas online lookingatpotential purchases when Ispotted aniceexample on Car &Classic website. It looked very original and subsequentlyIcontacted the owner,Simon, who waslocatedin Penzance.Simon wasselling because the little Morini washurtinghis joints. Well, thanks to my cycling and trialspursuits, the one thing Idopossess issupple joints –so Ipromptlyagreedtobuy it!”
Mike’spurchase wastransported to Fife by Bike SOS and aclose inspection revealed that the Morini had obviously been stored for alongperiodbefore being tidied up for sale.Sold as a‘runner,’ Mike wasdismayed by tatty paintwork and rusting spokes that online imageshad failed to reveal. Although the Sport had anew battery,
starting proved diffcult (not aided by aleftside kick-start), andthe enginewouldn’t tickover. Further,the front cylinder proved to be running hotand curiously the V-twin engine had twonew NGK sparkplugs ftted, but adifferent graded cold-running plug wasdiscoveredinthe frontcylinder
BacktoMike: “InitiallyIwas concerned withthe Morini’srunning problems, plusa newshining batteryand odd plugs spelled ‘prepped for sale’ to me.Oncontacting Simon, he assuredmethat the bike was running and had been ftted with anew battery, cambelt and plugs to ensurethat anybuyer wouldbesatisfed–the ‘odd plugs’ beinganoversight for whichSimon offered an apology.I also learned that a previous owner had spent considerable moneyrebuilding the engine.But still harbouring morethan amouthful of buyer’sregret, Idecided to go and checkout the Morini’shistory,and acardboardbox supposedlyflled with receipts...”
To Mike’srelief, all paperwork concerning the Morini’shistoryproved much as Simonhad claimed –indeed, a 1993-dated receipt itemised an expensive
engine rebuild by engineer Smiths Small Engines. Another from Moto Morini specialist WeeVee of Croydonlisted the supply of newparts and severalannual services. MiuraEngineeringof Middlesex had extensively overhauledand rebuilt the front forks the same year.The receipts came with abundle of old tax discsand MoT certifcates –all excellent provenance relating to NUD 730P,Mike’spurchased 1975 MotoMoriniSport.The logbooklisted only twoformer keepers –“another plus,”said a satisfed Mike
“I decided to remove and inspect both carbs to hopefullysort the erratically running engine.Annoyingly, onceI’d removedthe frontcarb’sclamp,I couldn’t then remove it from themanifold,ditto the rear carb.A closer inspection revealed ‘witness marks’ on both foat bowls where eachhad been hammered in an attempt to remove them. After carefully removing eachcarb and manifoldtogetherasone unit, Imanagedtocarefullyprise them apart on my vice.
“I next discoveredthe manifolds too had been twisted out of shape by hasty hammer blows. But, by the careful heating of eachmanifold using ablowgun, I managedtore-formthem backtotrue
“I next discoveredthe manifolds too had been twisted outofshape by hasty hammerblows. But, by the careful heating of each manifold using a blowgun, Imanaged to re-form them back…”
by gentle tapping witha hide mallet upon afat ironplate.Then, Ifnished each manifold’sfat edg es by gentlesanding on emerypaper over asheet of plate glass –quite alabour-intensivejob to have to undertake on aproposed running motorcycle! Satisfed, Ithen ftted new gaskets and seals to bothcarbs
“A bonus of the aboveexercise wasthe revelation that the previouslyhot-running front cylinder wasaresult ofthe damaged manifold introducing an air leakthat weakened the fuel mixture.Proof waswhen
Ieasilybalanced the carbs and achieveda nice and steadytickoverfor the frsttime. With areturn to frst kickstarting,a test run around backroads wasrewardedwith aperfectlyrunning engine–Iwas thrilled. The run revealed agrabbyfront brake, and this wassimplycured by fling and chamfering eachofthe brake shoe edgesin turn, then balancing the reassembled brake in accordance with the manual.
“Then, just as Iwas beginning to enjoy rides on the little Morini 3-1/2, the cambelt snapped! Backhome Iwas relievedto discovertherewas no top-end damage when compression tests proved to be excellent –aplus of Heron cylinderhead design, or so I’m informed. However, I remain sceptical, as when ftting and timing anew belt Isomehowmanaged to clip avalve with the rising piston,soI count my good luckinstead!”
While Mike’sSport wasoff the road, he decided to use thisdowntime to have
the scruffy fuel tank and side panels professionallypaintedbyJacksonsofKelty (whichprovided an excellent job;proof is in the pictures). While his paintwork was south in Kelty,Mike painted the frameand other cycle parts in gloss blackenamel. He alsoremovedand tidied up the mudguards, then studiouslypolished the spokesand alloy rims to ‘as new’ fnish –ditto the sporty rear seat. NewAvonRoadrider Mk2s joinedthe upgrades, as did apairofnew Hagon shocks. Front andrearsprockets plus chain were supplied by MDina Italia of Dorchester.New steering head bearings were sourced from R&M Bearings of Dundee.Mike’slast job wastorebuild and refurbish the frontMarzocchiforks with newseals and fuids. Once his painted parts returned, Mike assembled the bike using newstainlessfasteners throughout. In less than aweek, his transformed Sport wasreadytoride once more...
On theroadagain
“After checking thecarbswerecorrectly set up,the V-twin started and ranextremely well. Ilovethe responsive andeerily quiet performing engine,and the twin exhaust note is sublime. After I’d cured the snatching brakes, the ride wasmuch improved, and the brilliant handling is in aclass all of its own– onlymatched by my NortonFeatherbed!
“Shakedown runs went extremelywell, and the onlylet-down is the heavy shoe springs ftted to the Grimeca front brake. These tend to tiremyhandonlongerruns, but Iaim to remedythis with lighter action springs in the near future.
“Givenits unapproachablehandling and an enginethatfeels in performance terms more like a500 than a350, Ican’thelp but think the Morini 3-1/2 Sport must have been an outright sensation when it was launched. Mine rips along at acomfortable 70-80mph without ahintofvibration or any worries that I’m revving the engine’snuts
off. At licence-burning speeds it still pulls well –whichIfnd trulyremarkablefor a lightweight, four-stroke motorcycle. “I’m also amazed at howmanybikerstell me their mate has one,then Idiscover‘… but it’sinbits’. To whichIreply,“Tell them to gettheir Morini backonthe road, chaps –withoutquestion, they’remissing out on one of the best and most sensational classic rides in sports motorcycling!”
Riding impres sions
Sitting uncomfortablyonMike’sstunning Morini Sportitfelt alien, cramped, and a potential back-breaker.Myinitial surprise washow tinyitfelt compared to my TR6 Trophy. “Left-hand kick-start –please start her for me,Mike?” Ibegged. He obliged, and with the engine throbbing, and the frst of six gears selected silently, Iinstinctively felt this wasgoing to be ‘one helluvaride.’ Then, paddling furiously, Idumped the clutchand whumped out from the car park and onto the narrow,twisty Glen Clova mountain road. Istruggled to getcomfy on Italy’s‘mini marvel’ and almost fell over when my failing feet failed to fnd the rearsets. Inervouslyglanced at the rear mirrorexpecting to see an impatient Mike frowning at my wobbly antics. Fortunately, my friend had yettoleave the confnes of the car park,and Irecovered, unnoticed, but then mounted the vergeonthe wrong side of the road. But once I’dengaged third and wasbuzzing along the blackstuff at a stabilising 30mph, Ibegan to connect with thepocket rocket’scontrols...
Nowsprawled ungainlyacross the fuel tank, the hand controls proved an easy reach– but my feet felt too far back,and building pressureonmylegsand back brought shooting cramps up my right thigh. Oh dear.I reprimanded myself formaking aright pigs ear of thistest ride– whatever would Mike be thinking? Iopened the throttle and in the blink of an eyesaw 50 on the speedo,whichthankfullypermitted
me to stretchmydangling limbs andride out the cramps. The exhaust sounded gorgeous, and Irelaxed by familiarising myself with the brakes, justincase the booming Veestartled severalfree-roaming sheepI’d noticed in the deepgrassyverges.
Once past this woollyhazardIwas in familiar territory–winding, twistingroads with good vizthatthe Sport would take in its stride.Atlast, I’dgot my act together But as the pace quickenedI had to work out whichgear Iwas inbeforeIbecame distracted by the climaxing twin exhausts as we ripped along asection of straight mountain road. Then, minutes later Iwas ficking the delightful Morinithrough severaltight bendsthat made senseof the ‘elbows tucked into knees crouch.’ Light, well-balanced and rapid, thislittle motorcycle fies and sings like no other I’ve ever had the good fortune and pleasureto ride.Some maynot agree, but to me the Morini’ssporting aspirations areanything but pretentious–for alightweight 350, the willing V-twin engine is amazing, the handling sublime.It’sjust mega fun.
The faultless clutchand boxdeliver silky-smooth transmission, although Inever thought counting through six gears could be quite so confusing! The charismatic 350cc engine can be docile when pondering sceneryatlower speeds –however,I’d wagerthe ride ergonomics could provetiring in the limitations imposed by city riding. But hey, you wouldn’town suchadevilishlysporting motorcycle unless youhad access to countryroads.
My novice ride lasted barely30minutes, but it wasanexhilarating and uplifting blast through the heather-tinted mountain scenery. Iwas thrilled and entertained by the Sport’sperformance and handling– ‘a smooth operator’ in everysense (sorry, Sade) it certainlypigeon-holed my ownTR6 as agricultural, vibeyand stuckinthe past. Gorgeousinformand delivering a
performancewell aboveits capacity,the Morini Sport 3-1/2 provides asensational ride –Iloved it! But this ageing enthusiast wonders if his auld limbs aresupple enough to live with suchasports-focused motorcycle.Mike certainlydoes, and we are similar in statureand age–however,Mike keeps himselfftwith his road cycling and competitive trials riding. Me? Irealisehow Ibadlyneed aSport, but whichkind?
Ashort histor y
During the 1950s and 1960s, Moto Morini MotorcyclesinBologna,Italy,was known for producing 125cc and 175cc lightweight racing singles.Racing success with 175/250cc GP machines soon set Morini on the path to notoriety –especiallywhen famous wins by rider Agostini would popularise the brand.
In 1969 after the death of founderAlfonso Morini, his daughter Gabriella Morini took control of her father’s company, becoming one of fewwomen to manage amotorcycle factory. Just one year later,the enterprising Gabriella convinced Ferrari motor car designer Franco Lambertini to join Moto Morini and begindevelopmentworkonnew and forthcoming V-twin models Lambertini’sfrst design(launched at the 1971 Milan Show) wasa four-stroke Touring 350cc GT V-twin bristling with automotive technology.Unusually, the engine (344cc) wasa72-degree twin, with ‘Heron’ fat combustion chamber heads and concave,machined pistons (pioneered in motor racing). Another Lambertini motorcycle ‘frst’ wasatoothed timing belt drivencamshaft which operated parallel pushrods to lift vertical overhead valves. Fitted with identical heads, therearpot
faced backwards andwas offset to aid air cooling. The newV-twinbreathed through 28mm Dell’Orto (square) carburettors that featuredseparate chokelevers located on top of eachcarb. Electronic ignition was ftted as standard. The engine’sbottom end had awet sumpand aone-piece crankshaft with bolt-together con-rods running on plain bearings. Transmission wasvia asixspeed gearboxand adry clutch.
It was1974 beforethe UK receivedthe 3-1/2 Strada GT model. Although Morini dealerships were thin on the ground, the nippy andlightweight Strada soon attracted sales with its unique engine,excellent torque,rorty exhaust and smooth power delivery.A newSport model appeared two years later and gained aloyal following all ofits ownthanks to exotic styling and desirable parts suchashigh compression pistons anda high-performance camshaft. Further additions of quality Marzocchi suspension, a230mm Grimecatwin SLS frontbrake,alloyrims, single humped sports seat, clip-on handlebars,electronic ignition andalloyrearsets all added to the sportingmodel’sallure. Athree-and-a-halfgallon tank proved useful for 200-mile-plus fuel stops andfrugal fuel returns of about 65mpg. “The Moto Morini 3-1/2 Sport is not a bike youcan effectively ride slowly, but who wants to do that?” – Bike Magazine,May 1975.
Unfortunately, some earlyStrada models were dogged by mechanical/electrical problems –not ideal for amotorcycle with showroom prices appreciablyhigher than the equivalent Japanese machines of the day. The Morini Sportcost £877 compared to £347 for the Yamaha RD350. Fortunately, performance problems were quickly resolved and the newMoto Morini Sport proved very successful.
“The Moto Morini 3-1/2 Sport is not abikeyou can efectively ride slowly, but who wants to do that?” – Bike Magazine, May1975
Press reports praised the 350cc V-twin engine for punching well aboveits size Further positiveswerethe faultless sixspeed box, light action clutch, overall performance and excellent handling. Apart from gaining cast wheels, disc brakesand small alterations likethe fuel tankshape, the 3-1/2 changed little during its 15 years in production.
In 1978 Moriniintroduced the 500cc Maestromodel to the UK with alonger stroke and largerbarrels aimed at customers who desired morepower.That same year also sawcast alloywheels and disc brakes being introduced on Morini’s existing 350 models. Early Maestromodels had afve-speed box, but this waslater changed to six-speed. Then in 1983 the Japanese-styled K2 model wasintroduced with triple disc brakes, adjustable handlebars and alloyrearsets.
Alackofdevelopment and afall in global demand sawMotoMorini being sold to the Cagiva group in the mid-1980s and unfortunatelyinto relative obscurity However, alasting legacy of the Moto Morini V-twin is that thelightweight models of the 1970s and early1980s arehighlycollectableand sought-after classics today.
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