MV Agusta 350 racers
| Company type | Motorcycle racing team / Manufacturer |
|---|---|
| Industry | Motorcycle racing |
| Founded | 1954 |
| Defunct | 1976 |
| Headquarters | Cascina Costa, Samarate , Italy |
Area served | Grand Prix motorcycle racing (350 cc category) |
Key people | Domenico Agusta (owner), Piero Remor (designer), Arturo Magni (engineer), Mario Rossi (designer) |
| Products | 350 cc Grand Prix racing motorcycles (MV Agusta 350 4C, MV Agusta 350 3C) |
| Parent | MV Agusta |
The MV Agusta 350 cc racers were a series of motorcycles manufactured by MV Agusta from 1954 through 1976, competing in the 350 cc category of the Grand Prix motorcycle racing championships. These machines secured a total of ten world championships, ridden by notable competitors such as John Surtees, Gary Hocking, and Giacomo Agostini.
MV Agusta 350 4C 1954–1964
Domenico Agusta maintained a strict policy of confidentiality regarding technical specifications, with both engineers and riders prohibited from disclosing information about the motorcycles. Although several later models have surfaced at auctions providing some insight, much about the early versions remains obscure. It is primarily understood that the original 350 4C was essentially a scaled-down variant of the MV Agusta 500 4C. The designer, Piero Remor, initially equipped this bike with experimental features, some of which proved impractical, but rider Leslie Graham contributed to refining its performance. By 1953, this model featured telescopic fork suspension and a double cradle frame. Its powerplant was a Four-stroke cycle Transverse engine Straight-four engine with a DOHC setup and two Poppet valves per cylinder.
Technical data MV Agusta 350 4C 1954–1964
| MV Agusta 350 4C | 1954 | 1955 | 1956 | 1957 | 1958 | 1959 | 1960 | 1961 | 1962 | 1963 | 1964 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Valvetrain | DOHC with two Poppet valves per cylinder | ||||||||||
| Engine configuration | Four-stroke cycle Transverse engine inline four-cylinder engine | ||||||||||
| Engine cooling | Air cooling | ||||||||||
| Bore | 47.5 mm | ||||||||||
| Stroke | 49.3 mm | ||||||||||
| Engine displacement | 349 cc | ||||||||||
| Lubrication system | Wet sump | ||||||||||
| Carburetors | 4 × Dell'Orto SSI 28A | ||||||||||
| max power | c. 40 brake horsepower (30 kW) | 50 brake horsepower (37 kW) @ 12,000 rpm | |||||||||
| Top speed | 210 kilometres per hour (130 mph) | ||||||||||
| Primary drive | Gear-driven | ||||||||||
| Clutch | Wet multi-plate clutch | ||||||||||
| Gears | 5-speed | ||||||||||
| Final drive | Chain drive | ||||||||||
| Frame | Double cradle frame | ||||||||||
| Front forks | Telescopic forks | ||||||||||
| Rear suspension | Swingarm | ||||||||||
| Brakes | Drum brakes | ||||||||||
Results 1954–1964
- 1954
During the 1954 Isle of Man TT, Bill Lomas and Dickie Dale competed on MV Agusta machines in the 500 cc Senior TT, while also entering the 350 cc Junior TT class. Their performance in the latter was underwhelming, with Lomas finishing seventh and Dale placing twenty-fifth. At this stage, MV Agusta was still outperformed by competitors such as the AJS 7R and Norton Manx.
- 1955
MV Agusta's 350 cc motorcycles did not participate in Grand Prix events during the 1955 season, likely due to a strategic focus on the 250 cc category.
- 1956
With John Surtees joining MV Agusta in 1956, he introduced his expertise with the Norton Featherbed frame, which influenced enhancements made to both the 500 cc and the 350 cc four-cylinder models. Surtees secured second place at the 350 cc TT Assen and claimed victory at the Belgian Grand Prix. Unfortunately, a severe crash at the German GP resulted in a broken arm, sidelining him for the remainder of the season. Meanwhile, Umberto Masetti competed on an MV at both the Belgian and Nations GP held at Monza, where Carlo Bandirola also participated on an MV. Surtees concluded the year ranked fourth in the 350 cc world championship standings.
- 1957
Throughout nearly all races of the 1957 Grand Prix season, Surtees piloted the MV Agusta 350 four-cylinder, though persistent reliability issues plagued the machine. He achieved fourth place in the Junior TT, but retired from five other Grands Prix, ultimately finishing tenth in the championship rankings.
- 1958
At the close of 1957, prominent Italian manufacturers including Gilera, FB Mondial, Moto Guzzi, and MV Agusta announced their withdrawal from road racing due to escalating costs—particularly burdensome for companies reliant on motorcycle sales. However, for Count Domenico Agusta, whose primary business was helicopter manufacturing, racing remained a passion rather than a financial necessity. With major rivals exiting (the British marques had ceased earlier), MV Agusta's prospects improved significantly. The development of new prototypes halted as it became evident that their four-cylinder machine was now capable of securing world titles. This was confirmed in 1958 when MV Agusta swept all solo class world championships along with manufacturer titles. Surtees won every one of the six 350 cc races he entered, clinching the championship, while teammate John Hartle finished second overall.
- 1959
John Surtees dominated again in 1959 by winning all six Grands Prix and securing the world title once more. His teammate John Hartle maintained his position as runner-up in the championship standings.
- 1960
The 1960 season featured intense competition between MV Agusta teammates John Surtees and Gary Hocking in the 350 cc class. Both riders accumulated 22 points each, each achieving two victories and a second-place finish; however, Surtees' additional third-place result earned him the world championship crown. Following this season, Surtees departed from motorcycle racing to pursue a career in Formula One.
- 1961
Gary Hocking became MV Agusta’s sole competitor in the 350 cc category for 1961. After skipping the opening race in Germany, he began accumulating points with a second-place finish at the Junior TT, followed by wins at events in the Netherlands, East Germany, Ulster, and Italy. Having secured enough points to claim the world title early, Hocking did not participate in the final Grand Prix held in Sweden.
- 1962
Although Honda did not compete in the 350 cc class during 1961, they upgraded their machine for the 1962 season by increasing its displacement to 284.5 cc and rebranding it as the RC 170. Riders Bob McIntyre and Tom Phillis campaigned this model at the Junior TT; Phillis crashed during that race while McIntyre retired prematurely. The victory went to Mike Hailwood riding an MV Agusta. Despite Hailwood’s second-place finishes at Assen and in East Germany, Honda machines won every race overall that year, with Jim Redman securing the world championship ahead of teammates Tommy Robb and Hailwood himself.
- 1963
In 1963 Honda scaled back its involvement without introducing new models and withdrew its mechanics after the Ulster GP to return to Japan. Mike Hailwood managed victories in East Germany and Finland; however, Jim Redman had already clinched that year’s world title for Honda prior to these wins.
- 1964
During the 1964 campaign, MV Agusta concentrated primarily on defending its dominance in the 500 cc division where opposition remained limited. In contrast, Hailwood only competed once in the 350 cc category at Assen, finishing as runner-up.
MV Agusta 350 3C 1965–1973
The MV Agusta three-cylinder model was introduced in 1965. Count Agusta desired a 350 cc triple-cylinder engine after being impressed by the DKW RM 350 two-stroke triple. Despite attempts by Arturo Magni and designer Mario Rossi to discourage this, the count remained firm in his decision. He even proposed expanding the MV Agusta 250 Bicilindrica by adding a third cylinder. When the engine was initially completed, Count Agusta was dissatisfied with the two-valve-per-cylinder design. Within a week, engineers modified it to feature four valves per cylinder, which immediately increased power output by 6 horsepower. By 1966, a variant with a 420 cc displacement was developed to compete in the 500 cc category.
Technical specifications of MV Agusta 350 3C
| MV Agusta 350 3C | 1965 | 1966 | 1967 | 1968 | 1969 | 1970 | 1971 | 1972 | 1973 |
|---|---|---|---|---|---|---|---|---|---|
| Valve system | Double overhead camshaft (DOHC) with four valves per cylinder | ||||||||
| Engine type | Air-cooled, four-stroke inline three-cylinder | ||||||||
| Cooling | Air cooled | ||||||||
| Cylinder bore | 55 mm | ||||||||
| Piston stroke | 49 mm | ||||||||
| Displacement | 349 cc | ||||||||
| Lubrication | Wet sump system | ||||||||
| Carburetors | Three Dell'Orto units, each 28 mm | ||||||||
| Maximum output | 65 bhp (48 kW) at 13,500 rpm | 68 bhp (51 kW) at 14,000–15,000 rpm | |||||||
| Top speed | 270 km/h (170 mph) | ||||||||
| Primary transmission | Gear-driven | ||||||||
| Clutch type | Dry multi-plate clutch | ||||||||
| Gearbox | 7-speed | 6-speed | |||||||
| Final drive | Chain drive | ||||||||
| Chassis frame | Double cradle frame | ||||||||
| Front suspension | Telescopic forks | ||||||||
| Rear suspension | Swingarm setup | ||||||||
| Braking system | Drum brakes | ||||||||
Performance and results from 1965 to 1973
- 1965
During the 1965 season, MV Agusta introduced its new triple-cylinder 350 cc engine but faced reliability challenges. The team featured two leading riders—Mike Hailwood and Giacomo Agostini—who competed against each other for points, while Honda concentrated its efforts on Jim Redman. At the opening 350 cc race at the Nürburgring, Agostini claimed victory ahead of teammate Hailwood and Gustav Havel riding a Jawa. Redman crashed in rainy conditions and fractured his collarbone. In the Junior TT at the Isle of Man, Redman aimed for a third consecutive win but was overtaken by Hailwood early on before Hailwood's lengthy pit stop allowed Redman to regain the lead and win. Phil Read finished second on a Yamaha while Agostini secured third after Derek Woodman (MZ) retired on the last lap.
At Assen, Redman took first place with Hailwood and Agostini following. Both MV Agustas retired in East Germany where Redman won again ahead of Woodman and Havel. In Czechoslovakia, MV Agustas failed to finish while Redman secured another victory over Woodman. MV Agusta skipped the Ulster Grand Prix's 350 cc race after two non-scoring rounds—a decision later considered a strategic error since Honda also did not participate. Initially planning to avoid the Finnish Grand Prix, MV Agusta entered after Redman's second collarbone injury at Ulster. There, Agostini won ahead of Honda's Bruce Beale. Honda mistakenly informed Redman that no bikes would be available at Monza, causing him to stay home in Rhodesia despite a ready Honda 350 cc bike remaining unused at Monza. Agostini won that race which began dry but ended in rain causing Hailwood to crash.
Heading into Suzuka for the final race, both Redman and Agostini were tied on points. However, mechanical issues with Agostini’s ignition system hampered his performance. Hailwood led the race while Redman followed closely despite suffering an eye injury from a bee sting just before the start; finishing second secured Redman's world championship title.
- 1966
Mike Hailwood joined Honda for the 1966 season. At the German Grand Prix held at Hockenheimring—the season opener for the 350 cc class—Hailwood emerged victorious riding a Honda RC 173 as Giacomo Agostini retired. Hailwood continued his winning streak in France with Agostini trailing by twenty seconds. At Assen, despite rain and wind during the race, Hailwood set a new practice lap record that was one second faster than his previous record set in 1965 on an MV Agusta 500 cc machine and went on to win with a significant margin over Agostini.
In East Germany, Hailwood entered three classes—250 cc, 350 cc, and 500 cc—which would have required covering over 500 km in a single day, violating regulations. Consequently, he withdrew from the 350 cc class to replace Jim Redman in the 500 cc category. Without Honda opposition in that class, Agostini secured an easy victory.
A fierce contest unfolded between Hailwood and Agostini in Czechoslovakia where Hailwood prevailed. The Finnish Grand Prix at Imatra saw Hailwood winning as Agostini retired. The Ulster Grand Prix’s rainy conditions provided another comfortable win for Hailwood who clinched his seventh world title with this victory.
Hailwood’s Honda struggled during the Junior TT at Isle of Man where he was overtaken by Agostini early on and ultimately finished second as Agostini took the win. At Monza, Hailwood did not start while Agostini achieved his third victory of that season.
- 1967
In the 1967 season only MV Agusta and Benelli fielded fully developed 350 cc motorcycles. Honda competed with its RC174—a six-cylinder machine bored out from 250 cc to 297 cc displacement. Mike Hailwood won the German Grand Prix convincingly with Giacomo Agostini nearly one minute behind on his MV Agusta.
During the Junior TT at Isle of Man, after just one lap Hailwood had built a lead of forty-eight seconds over Agostini which extended to over three minutes by race end. He also secured victories at Assen, Sachsenring, and Brno circuits which earned him the world championship title.
At Ulster Grand Prix, focusing on classes where he had yet to secure titles (250 and 500 cc), Hailwood did not compete in the 350 cc race which featured Ralph Bryans on Honda’s six-cylinder bike leading for several laps before being overtaken by Agostini who then established a commanding lead.
With Honda having secured the championship, the Monza event became primarily an Italian contest between Agostini and Renzo Pasolini (Benelli), battling mainly for second place behind Bryans who dominated on his Honda machine. Notably, Agostini did not participate in Japan’s Grand Prix that year.
- 1968
After concluding their racing activities post-1967 season, Honda withdrew from competition once more leaving MV Agusta largely unchallenged during the following year’s Grand Prix series as had happened previously in 1958.
Honda had paid Mike Hailwood £50,000 to refrain from racing for any other manufacturer during this period. Renzo Pasolini aboard his Benelli machine emerged as MV’s closest rival but Giacomo Agostini dominated all seven Grands Prix events that season—sometimes lapping every competitor on track.
- 1969
The Yamaha TR2 model debuted in 1969 but failed to seriously threaten Giacomo Agostini’s supremacy aboard his MV Agusta machine.
Bill Ivy introduced Jawa’s new V4 engine configuration for their 350 cc bike that year; although fast it suffered from reliability issues culminating in Ivy’s fatal crash during practice at East Germany.
Agostini won eight consecutive races but abstained from competing at GP des Nations held at Imola due to Count Agusta’s disapproval of moving that event there—allowing Phil Read to claim victory on Yamaha machinery.
Agostini also missed starting at Opatija where Silvio Grassetti secured a win riding Jawa’s V4 bike.
- 1970
The year marked another dominant campaign for MV Agusta as Giacomo Agostini swept every race across both the 350 and 500 cc categories except for the final round held in Spain.
His teammate Angelo Bergamonti secured victories in both classes at that concluding event.
- 1971
The start of the 1971 season brought tragedy when Angelo Bergamonti lost his life during a spring race held in Riccione.
Giacomo Agostini collected wins across Austria, Germany, Netherlands, East Germany, Finland, and Sweden but faced mechanical failures during Isle of Man TT, Czechoslovakia GP and Italy where Alberto Pagani rode machines originally intended for Bergamonti.
Agostini did not compete at Ulster or Spain but still accumulated enough victories (six) to claim that year’s championship.
Meanwhile Yamaha began mounting serious competition through Jarno Saarinen piloting their new TR3 model who debuted in Czechoslovakia after replacing an incapacitated Agostini due to mechanical problems.
Saarinen finished runner-up behind Agostini in Finland before winning Italy’s Nations Grand Prix and ultimately securing second place overall in the championship standings behind Giacomo Agostini.
MV Agusta 350 4C 1972–1976
As two-stroke Yamaha motorcycles increasingly threatened MV Agusta’s supremacy, a more powerful engine became essential. The existing three-cylinder design had reached its developmental peak, prompting chief engineer Ruggero Mazza to create a highly oversquare inline-four engine with dimensions of 54 x 38 mm, capable of safely revving up to 16,500 rpm. To counterbalance the heavier complexity of this engine compared to the lighter Yamaha twins, the motorcycle’s components were engineered for minimal weight. Arturo Magni designed the frame using titanium, while Ceriani supplied magnesium front forks and Morris provided magnesium cast wheels. Both front and rear wheels featured disc brakes.
Technical specifications MV Agusta 350 4C 1972–1976
| Specification | 1972 | 1973 | 1974 | 1975 | 1976 |
|---|---|---|---|---|---|
| Valve mechanism | DOHC with four valves per cylinder | ||||
| Engine type | Four-stroke, transverse inline four-cylinder | ||||
| Cooling method | Air cooled | ||||
| Bore size | 54 mm | ||||
| Stroke length | 38 mm | ||||
| Displacement | 348 cc | ||||
| Lubrication | Wet sump system | ||||
| Carburetion | 4 x Dell'Orto 34 mm carburetors | ||||
| Maximum output | 77 bhp (57 kW) at 16,400 rpm | ||||
| Primary transmission | Gear-driven | ||||
| Clutch type | Dry multi-plate clutch | ||||
| Number of gears | 6-speed | ||||
| Final drive | Chain drive | ||||
| Chassis | Double cradle frame | ||||
| Front suspension | Telescopic forks | ||||
| Rear suspension | Swingarm setup | ||||
| Braking system | Disc brakes front and rear | ||||
Performance and competition results from 1972 to 1976
- 1972 Season
The start of the 1972 Grand Prix motorcycle racing season proved challenging for MV Agusta. In the opening race in Germany, Agostini was bested by Saarinen in a direct duel. Saarinen, riding the new water-cooled Yamaha YZ 634, established a new overall lap record. In France, the significant weight difference between the water-cooled Yamaha YZ 634 (around 90 kg) and the MV Agusta 350 3C (approximately 140 kg) was evident. Saarinen won decisively, with Teuvo Länsivuori on an air-cooled Yamaha TR 3 finishing second, trailing by one and a half minutes. Renzo Pasolini riding an Aermacchi-Harley-Davidson secured third place, while Agostini came in fourth. Despite the setback, Agostini acknowledged that the three-cylinder MV was no longer competitive.
Following two Yamaha victories, Agostini arrived in Austria aboard the new MV Agusta 350 4C. During the race, Saarinen’s engine power diminished, allowing Agostini to claim victory. MV Agusta enlisted Phil Read to assist Agostini at Imola, where Agostini won again. However, Renzo Pasolini captivated the Italian crowd by recovering from tenth place after the first lap to finish second. Read completed the race in fourth position. At the 1972 Isle of Man TT Junior TT race—where Saarinen opted out due to safety concerns—Agostini led from start to finish on his three-cylinder machine while Read retired early due to gearbox issues.
Agostini failed to finish at the Yugoslavian GP, whereas Phil Read completed the race but was unable to challenge János Drapál’s Yamaha TR 3 for victory, finishing third. At Assen, Agostini triumphed after battling Drapál, Pasolini, and Read (with Agostini on the four-cylinder and Read on the three-cylinder). Agostini retired in East Germany; however, Read now had access to a four-cylinder MV and secured victory there, setting a lap record equal to that of Agostini’s time in the premier class.
In Brno, after Agostini crashed out, Read led briefly before being overtaken by Saarinen who won the race. At Anderstorp Raceway, a fierce contest unfolded among Agostini, Read, and Saarinen during early laps; ultimately, Agostini took command and maintained his lead throughout. His sixth win in Finland secured him the 1972 world championship title ahead of Saarinen.
- 1973 Season
For the 1973 Grand Prix motorcycle racing season, Phil Read joined MV Agusta as second rider behind Agostini. Yamaha withdrew from the 350 cc category to focus on their efforts in the 250 and 500 cc classes with riders Jarno Saarinen and Hideo Kanaya; following Saarinen’s tragic death at Monza, Yamaha completely exited Grand Prix racing. Some privateers continued competing in the 350 cc class on Yamaha TZ 350 machines. Due to persistent reliability problems with the MV Agusta 350 4C during this year, occasionally the team reverted to using their older three-cylinder models.
Agostini led from start to finish in France’s opening race with Read finishing second. In Austria’s wet conditions despite sunny practice sessions, Read retired due to visor issues while Agostini built a substantial lead but ultimately suffered ignition failure caused by water contamination on the penultimate lap—allowing Drapál to claim victory. The German GP saw Harley-Davidson absent as they developed water-cooled machines; privateer John Dodds (Yamaha TZ 350) was fastest in practice. During the race both Read and Agostini crashed out while Länsivuori won.
At Monza’s 350 cc race, Harley-Davidson’s development paid off as Pasolini closely matched Agostini’s pace during practice. The race saw initial leads contested between Agostini and Read until Read retired with engine troubles and Agostini took victory. Neither Read nor Agostini participated in Yugoslavia due to safety concerns raised by team principal Magni despite driver approvals; János Drapál won that event.
Assen produced an intense battle among Agostini, Read, and Länsivuori until gearbox difficulties forced Länsivuori out; Agostini narrowly defeated Read by just one-tenth of a second with Länsivuori still securing third place overall. Länsivuori later won both Czechoslovakia and Sweden races convincingly ahead of Agostini and Read respectively. At Imatra, employing the four-cylinder again, Agostini strategically held Länsivuori—who needed victory for title hopes—to third place through Phil Read’s assistance before Länsivuori crashed on lap nine; this enabled Agostini to clinch his fourth consecutive world championship.
- 1974 Season
At the conclusion of 1973 Giacomo Agostini transferred to Yamaha while Phil Read assumed lead rider responsibilities at MV Agusta. Franco Bonera supported only in the premier class races. MV entered their machines for just three events in the 350 cc category before withdrawing from the GP des Nations as their four-cylinder was deemed uncompetitive and a replacement model was still under development but not ready for competition. Throughout this season Read failed to finish any races resulting in zero points scored for MV in this class.
- 1975 Season
MV Agusta did not enter any competitors in the 350 cc class during 1975 Grand Prix motorcycle racing season.
- 1976 Season
For the season opener in France during 1976 Grand Prix motorcycle racing season, Giacomo Agostini rode a hastily procured Yamaha 350 cc machine from Amsterdam since MV’s bike failed newly imposed noise restrictions (measured at 132 dB(A)). Although Fédération Internationale de Motocyclisme acknowledged that this regulation had been introduced too late for compliance adjustments and granted some leniency towards MV, their machine rarely finished races due to mechanical failures: a stone damaging distributor cap in France; clutch slipping problems in Austria; unexplained retirements in Italy, Yugoslavia, Czechoslovakia and Germany; ignition failure in Finland.
The organizers went so far as accepting inaccurate technical data regarding bore/stroke ratios (officially recorded as something other than known values of 54 x 38 mm) which allowed noise testing at reduced piston speeds (7,000 rpm instead of mandated 10,000 rpm), resulting in a measurement of only 113 dB(A). Despite this accommodation MV claimed a power loss of approximately three horsepower due to restrictions.
Agostini scored points only once that season with his victory at Assen. By year-end MV Agusta announced its withdrawal from road racing competition altogether.
Prototypes
In 1957, MV Agusta introduced two prototype motorcycles for the 350 cc category: a six-cylinder model and a two-cylinder version. Nello Pagani competed on the six-cylinder prototype during the final race of 1957, the GP des Nations at Monza, but without success. The two-cylinder prototype, however, never entered competition.
MV Agusta 350 6C 1957
The inline six-cylinder engine was a natural progression, as MV Agusta had already developed a 500 cc variant to rival the Moto Guzzi Otto Cilindri. Although the engine delivered sufficient power, the added weight proved to be a disadvantage. This six-cylinder air-cooled powerplant featured two valves per cylinder and was equipped with double overhead camshafts. The frame was a double cradle design with detachable lower tubes, facilitating easier removal of the engine assembly.
MV Agusta 350 2C 1957
The design approach for the 350 cc twin-cylinder prototype was markedly different, especially regarding its chassis. It utilized a trellis frame composed of triangular sections made from slender tubing, with the engine serving as an integral structural element. The cylinders were sharply inclined forward, and the bike employed an old-fashioned Earles front fork, likely chosen because it was lighter than telescopic forks when constructed from thin tubing. The engine block was compact and robust thanks to two external flywheels. Featuring a dry-sump lubrication system, this engine produced approximately 47 hp at 12,000 rpm.
MV Agusta 350 6C 1968
Development efforts on the six-cylinder continued in 1968; however, the FIM imposed new regulations limiting both 350 and 500 cc racing motorcycles to a maximum of four cylinders. Despite this restriction, MV Agusta built a prototype featuring four valves per cylinder. Although it was ineligible for world championship competition, riders occasionally tested it—most notably in the spring race at Modena in 1971, where Giacomo Agostini and Angelo Bergamonti both practiced on this machine.
Technical data MV Agusta prototypes
| MV Agusta | 350 2C | 350 6C | 350 6C |
|---|---|---|---|
| Year | 1957 | 1968 | |
| Valvetrain | DOHC with two valves per cylinder | DOHC with four valves per cylinder | |
| Engine configuration | Four-stroke transverse Straight-twin engine | Four-stroke transverse Straight-six engine | |
| Engine cooling | Air cooling | ||
| Bore | 62 mm | 44 mm | 46 mm |
| Stroke | 58 mm | 38.25 mm | 35 mm |
| Engine displacement | 350 cc | 349 cc | 349 cc |
| Lubrication system | Dry sump | Wet sump | |
| Carburetors | 2 x Dell'Orto 29 mm | 6 x Dell'Orto 24 mm | 6 x Dell'Orto 16 mm |
| Max power | 47 bhp (35 kW) @ 12,000 rpm | 70 bhp (52 kW) @ 16,000 rpm | 75 bhp (56 kW) @ 16,000 rpm |
| Primary drive | Gear-driven | ||
| Clutch | Wet multi-plate clutch | ||
| Gears | 5-speed | 7-speed | 6-speed |
| Final drive | Chain drive | ||
| Frame | Trellis | Double cradle frame | |
|- Front forks
|align="center"| Earles forks |colspan="2" align="center"|Telescopic forks
|- Rear suspension
| colspan="3" align="center"|Swingarm
|- Brakes
| colspan="3" align="center"|Drum brakes
|}
References
Bibliography
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