Report From Italy

REPORT FROM ITALY

CARLO PERELLI

TRAGIC ITALIAN GRAND PRIX

The 51st edition of the Italian Grand Prix at Monza has been the most tragic of them all!

The 50, 125 and 350 races had already been run. The first two held little interest, but the 350 provided one of the hottest Ago-Paso fights ever.

Next came the 250 event, and the tragedy. The front row, determined by the best training laps, contained Saarinen, Kanaya, Pasolini, Lansivuori and Braun. Neither Saarinen nor Pasolini, however, had a good start and before getting on full flight they were overtaken by some second row men like Lega, Walter Villa and Gallina.

Headed by Braun, this group tack led the first bend, a very fast right hander known as the "curvone," at a speed of approximately 124 mph. This bend can be managed at about 142 mph, but of course the speed was down on Lap 1 because the "curvone" is not far from the start.

The track there is narrow and runs in the wood. At the left it is sided by a guardrail, covered by a meager line of strawbales. There is strictly one line here for the rider in a hurry; other wise, you have to slow down noticeably or get off.

It was 3: 17 p.m. when the tragedy started. There were few witnesses since the "curvone" is not a good place for spectators or photographers. So there are no films or pictures. One thing, however, is certain. Just behind Braun, Pasolini started a full lock slide. He tried desperately to regain control but he was closely followed by Saarinen who bumped into his bike. Both then crashed in the middle of the track.

A couple of other riders who were on about the same line as Jarno and Renzo at the instant of the accident managed to escape the collision and ran safely in pursuit of Braun. They were Lega and Gallina. But many others, unable to take evasive action from the tumbling riders and machines, also crashed and fire spread from the splashed fuel. Walter Villa, Jansson, Mortimer, Palomo, Giansanti, Kanaya and at least four unidentified others hit the ground.

Luckily, the back starters could slow down in time and then slip through. At the apex of confusion, the race continued for two laps before being stopped. Also, the safety services were criminally slow to enter into action. However, there was nothing that could be done for poor Jarno, and Renzo died instantly.

The others involved in the tragedy suffered only minor damage: a broken leg and foot for Walter Villa, a broken collarbone for Jansson, only bruises, etc. for the others.

IN ow, wily cfld F'aso start sliding? In the previous race Walter Villa had lost oil abundantly from his Benelli Four and this is indicated as the main reason. Also, none of the marshals inspected the "curvone" zone between races. But there may be other reasons; for example, a sudden mechanical fault. This will be ascertained by Ferrari technical director Ing. Sandro Colombo (who worked for many years in the motorcycle field). In fact, he has been engaged by government authorities to examine not only Paso's and Jarno's bikes but also the six others involved. The crash also under lines the fact that the Monza track was built way back in 1922; it is too unsafe for modern standards but can't be changed because it is in a park which is a national monument. Be that as it may, Jarno and Renzo are no longer with us.

ITALIAN G.P.: THE 350

Run in the early afternoon, the 350 race was one of those the enthusiasts will always remember. Paso had been the fastest in practice with the new water-cooled Harley Davidson but owing to one of his not unusual bad starts he was only 12th at the end of Lap 1.

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In the meantime, the lead was fero ciously contested by Agostini (MV Four), Walter Villa (Benelli Four) and Lansivuori (Yamaha); Ago's teammate. Read, also on a Four, had ignition trouble and had to retire. The leading trio was offering a super-show, with Lansivuori sometimes putting his wheel ahead of Ago's, but after a few laps, all eyes and hearts were on Paso, quickly gaining ground. At the 13th of 24 laps, after setting a new record lap (for the 1 st time over 1 24 mph with a 350!), Renzo was right behind Ago who had widened a slight gap over Lansivuori and Villa. But after one more lap the crowd was in delirium: Paso was leading! Powerful yet quiet in his action, Paso seemed sure of the win. Ago, on the other hand, was riding at the very limit. With only three laps to go, however, yet another stroke of ill luck awaited Paso. In braking for the parabolic bend, his engine had a slight seizing, and he went straight in the meadow, without crashing. Success at record speed was once again Ago's, with Lansivuori 2nd. Walter Villa was dramatically slowed in the last three laps by oil losses. He finished 5th behind Andersson and Dodds.

ITALIAN G.P.: THE 125 AND 50

The 125 race was fully dominated by Kent Andersson (water-cooled Yamaha Twin) and the same happened in the 50 with Jan de Vries (Van Veen Kreidler). Now under the Italian Morbidelli banner, double world cham pion Angel Nieto again had no luck. In practice he tried out the new fourcylinder two-stroke, but teething troubles kept him from riding it in the race. Also, he had to stay out of the 50 race for shortage of machines. After the tragic accident in the 250 the remaining two races (500 and side cars) were of course cancelled. The crowd of 60,000 abandoned the auto drome in an impressive silence.

RENZO PASOLINI

Second son of a well-known pre-war racer, Renzo Pasolini was born on July 18th, 1938, at Rimini, a famous sea side resort on the Adriatic coast in middle Italy.

His father, Massimo, was friend and cooperator with Lino Tonti and Alcide Biotti, who made one of the first post-war scooters: the "Cigno" (swan). The project was bought by Aermacchi and so the trio was transplanted to Varese in Northern Italy.

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Renzo began with ISDT-type trials and scrambling, but his dream was road races. In 1958 he made a winning debut with a "Golden Wing" 175 Aermacchi in the hillclimb Varese Campo dei Fiori.

After a long military service, he took his first win on a circuit at Modena, in 1963, with the 175 Aer macchi and beat a certain Giacomo Agostini, then riding for Morini.

In l96~ tie received international status from the Italian Federation and his first foreign win came at Salzburg in Austria with a 250 Aermacchi.

His generous performances with Aermacchis in world championship events against the most powerful multi-cylinder bikes indicated that he succeed Provini on a Benelli Four. He was called by the Pesaro firm at the end of 1966 and remained there four years, winning the 250 and 350 Italian championships in 1968 and 1969. Sev eral times he even beat the all conquer ing Agostini-MV duo but failed to pre vail at world level. His greatest ambition to win a world title ("after that I'll retire") sadly will always be eluded.

With Benelli in crisis, during the 1970-197 1 winter, he had contacts with Honda and Jawa, but returned to his first love, Aermacchi. - - -

The new Aermacchi 250 and 350 two-stroke Twin racers suffered the usual teething troubles and did little in 1970-1971, but in 1972 things started to go better. He won the Italian 250 championship, was 2nd in the 250 world championship and 3rd in the 350 world championship. He won the Ital ian, Yugoslavian and Spanish 250 G.P. Moreover, he was called to ride for the Harley-Davidson team and was 3rd at Ontario, the closing event of the Ameri can season.

This year he had already secured the Italian 350 championship and was very close to the leader in the 250 class. With the new water-cooled Aermacchis, mak ing their debut at the tragic Italian G.P., he had the right arms to shine in the world championship, as well. This year, his old dream to win a world champion ship could have become a reality....

Renzo Pasolini, Paso as he will. always be remembered, leaves a widow, Anna Maria; a daughter of seven years, Laura; and a son of two, Stefano.

REMEMBERING RENZO

Pasolini was the most beloved racer in Italy. He was deepest in the hearts of everybody because he was like every body, yet was able to beat the glamor ous national superstars. His rise to suc cess had been long and difficult; and while his younger arch-rival had already totaled 12 world crowns, he was still endevoring for his first one.

He was a quiet tamily man, with a 7-year-old daughter, which he took to school in the morning, and a 2-year-old son. He liked westerns and comics. He was simple and modest. For the past three years he had even become a punctual employee. Yet on the tracks, he fought like a gladiator in spite of nearly always inferior mounts.

Let's remember and understand him through the words of his friends and the men who worked and raced with him. Giuseppe de Cesare, Harley-Davidson housekeeper at Schiranna: "It was the very cold 1950 winter. The lake in front of the Aermacchi works was all frozen. I knew Renzo because his father was working with us. I remember he was riding bikes very well in spite of the fact that he was only 12.

"That day he came down to Schir anna and started riding and sliding with the bike on the frozen lake. I saw him and tried to call him back to the shore. He didn't obey. Suddenly the ice broke and Renzo fell into the lake. He was not able to swim. I rushed toward the hole with a long rod and I rescued him.

"He was not worried. He came in my small room to dry up while some Aermacchi workers with the aid of a boat and some ropes raised Renzo's bike. He came out of my room and started drying the bike in the cold. Then he tried to restart it. Miracle! The engine fired instantly. Renzo was so happy at this miraculous restart that he went around and told everyone for the rest of the day."

Alcide Biotti, friend of Renzo's father, ex-Aermacchi ISDT-type trials rider, and presently chief of H-D's final control dept: "Renzo rode his first ISDT-type trial with me. It was one of those tough events in the Bergamo area. We had similar bikes, 250cc Aermacchis. In the toughest section I was starting three minutes in front of him. Before leaving the check I told him: now you must show me if you are really good. I was an experienced old fox, I was going well those days. Yet, before reaching the next check, Renzo was already tailing me!"

Aifredo Bianchi, ex-technical and racing department chief at Aermacchi: "Renzo was good at scrambling but he ardently wished to become a racer. He had the support of his father Massimo, an ex-racer who was working at Aer macchi and was a friend of mine. So one fine day we arranged a testing session at Monza. Renzo was so keen to have a go that as soon as the autodrome gates were opened he rushed onto the track like a bull in an arena; in the wrong direction! He was shortsighted but he didn't want to wear glasses and so he couldn't see the pits signaling. At the end I told him: ‘Either you wear glasses or you do not get the bike.' Of course he obeyed. He not only wore glasses, but put a pair of "supplementary" eyes on the helmet, like John Cooper."

Giacomo Agostini, 12 times world champion: "First time I saw him was at Monza. We were both contesting a 175cc junior race. Now I don't remember the year and who won. Perhaps he won. But I remember him very well for his style. He looked like a scrambler riding among road racers by mistake. I remember also his terrific determination fco win."

Gilberto Milani, ex-Aermacchi works racer, now H-D sports director: "When he progressed to senior status, we raced together for many years on Aermacchi pushrod Singles. He was generous. Sometimes he could overtake me, take the checkered flag first, but strangely he didn't do that. After a few times I asked him why, but he never replied. He only lifted his shoulders. Those days people were saying that Paso was racing with the heart and not with the brain. Of course he had an exuberant temperament. But I can assure you he always used his brain."

Alberto Pagani, ex-Aermacchi works rider, now MV chief tester: "He was very clever and was unbeatable in braking. He exploited to the full that superior sense of balance over ‘uncertain' Surfaces that is typical of scramblers. He was braking later, he managed to stay upright, and he was first out from the bend."

Gianpiero Zubani, ex-Morini works rider, for 10 years an Aermacchi tester: "When he rode the Benelli Four, he was noted and criticized for his rough style. This was only partly due to his scrambling origins. It was mainly the fault of the heavy and beastly machines. The data released by Benelli about their racers, especially weight, were far from truth. Renzo did miracles on them. When he started again on Aermacchis, his style immediately became more fluid."

Ezio Mascheroni, chief racing mechanic, H-D: "He accepted everything quietly. Fast year Renzo suddenly

decided to go to Imatra for the Finish .P. We had no time to book a hotel so we camped out and Renzo went to buy the food and cooked for everybody. A shame for a works team. Incidentally, he was cooking everything with too much pepp~r, onion and salt. Shortly before the race we realized that there are no fuel pumps at the circuit. The nearest refueling station outside the circuit was too far. Well, we took gas out of our truck. Eighteen litres. I ask: `Can you manage?' and Renzo replies: `yes.' They start. It was the 350. Ago and Jarno are leading. Renzo has one of his usual slow starts. But at the last lap he's breathing right down the big rivals necks! Shortly before the final sprint, Renzo's engine becomes silent. No more fuel! When he reached the pits he said: `Instead of going around buying food I should have bought fuel.' After the 350 race at Monza on that bloody Sunday he only said: `We have frightened them. Now they must worry. Please give me some tape to fix my leather suit zipper. My working day is not yet finished....'"

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Emilio Fabris, racing department mechanic H-D: "The progress of our racing machines is largely due to Renzo. He made us work, at night, on Sundays. We even had quarrels with labor unions, especially during the metal workers strikes. So under his pressure we had to rent a workshop outside the factory to work day and night."

Dott. Augusto Bianchi, H-D commer cial director: "When he came back to Aermacchi in 1971, he asked for a normal job. `I can't go on racing all my life,' he said. So we appointed him sales inspector. He was very punctual. His working hours were 8:30-12 in the morning and 1-5:50 in the afternoon. He was very patient with the customers who were protesting because bike deliv ery was delayed. He was gay with everybody. He didn't show the responsi bility of racing."

Paolo Benelli, ex-Benelli racing de partment chief: "Renzo Pasolini has written some of the brightest pages for Benelli's golden book. It was in the period 1967-1970 when he succeeded in beating Giacomo Agostini and the MV several times. No other could do that. He won four Italian championships in the 250 and 350 classes for us. When the crisis moment came he never made quarrels like some other "prima donnas" in motorcycle racing. He even suggested the names of some valiant riders to be tried out and eventually ride in his place."

Giacomo Agostini, 12 times world champion: "When he overtook me in the 350 race at Monza he turned his head to look at me. I remember his strange look like in a flash. Who knows what he meant to tell me...."

MONOCOQUE FRAMES IN ITALY

Also in Italy there is a growing interest in monocoque frames. One of the finest comes from Roberto and Giuliano Segoni. It is in light alloy, it .includes of course the fuel tank and the ^eat support, and weighs only 28 lb. Coupled to Laverda 750 engines, it has been satisfactorily tried in racing. Another monocoque frame, but this time in fiberglass, has been developed for Esselle, a dirt bike project by two young Milan technicians, Lazzati and Sessa. This bike is under consideration to be series produced by Iso, a firm which in post war days has good lightweights and scooters. Joj