REVISITED

Gori Motorcycles

There is a trend that follows many readers of Classic Trial Magazine, and that is an interest in machines you had when you were younger. I have previously written about the Gori trials machines but, as years progress in the world of this magazine title, we take a moment to revisit as more information and pictures are uncovered. Words: John Hulme, Mike Rapley and David Hooke Pictures: Alan Vines, Barry Robinson, Yoomee Archive, Eric Kitchen, Colin Bullock, Andy Gregory, Jeff Lawton and Mike Rapley

Irode a Gori for a short period from April to September 1982, for the Jones family who were the UK importers. They owned CMI – Competition Motorcycles Italy – based at Byley, Cheshire, in an old Second World War hangar where Spitfire wings had been manufactured during the conflict. They also imported SWM motorcycles. Originally formed as a company in Florence in 1927 by a very proud Italian, Giancarlo Gori built his own machines featuring other manufacturers’ engines with the Gori badge positioned on the fuel tank. The brand would appear with some success in road racing before a more serious move into motorcycle production, starting in 1968.

Having been founded by his father, it was a second-generation Giancarlo Gori who manufactured machines from 1968 to 1983 at his official manufacturing company Officina Meccanica Gori, Piazza di San Salvi, Firenze, Italy. The prelude to the manufacturing of his own motorcycles in the mid-60s had led Giancarlo Gori to be associated with another Italian motorcycle enthusiast, and modified machines were marketed as Gori-Bimm. He was also involved with various other scooter companies including Vespa and their various racing activities, including speed record attempts, with some success.

MOTO GORI TO GORI

The company was generally better known for off-road models, with the early Moto Gori machines aimed at the lucrative Italian moped and small engine sports motorcycle market. A move to the increasingly popular off-road market started in the early ‘70s, witnessing a range of 50cc to 125cc motocross and enduro machines. These would be produced alongside mini moto, sports roadsters and racing models.

In 1974 and 1975 the road-racing model,

powered by a tuned Austrian 123.6cc Sachs engine, with a bore and stroke of 54mm x 54mm, using a six-speed gearbox and ridden by Guido Valli, won the Italian Hill-Climb championship for two successive years. Off the back of this success, a replica of the winning machine was produced for sale. The Moto Gori’ Sport Valli Replica’ was created. It used the same Sachs engine but this time with cast aluminium wheels, twin front disc brakes and a matching racing fairing. With a claimed top speed of close on 100mph, it certainly caught the public’s imagination. It was offered for sale to private collectors between 1975 and 1976. It was in 1978 that Signor Sironi from SWM motorcycles, who was also an Italian manufacturer, took the opportunity to take an equal share in the Moto Gori company.

ONE WORD GORI

With the equal share now in place between

Giancarlo Gori and Signor Sironi, the decision was made to make the change of the company name from Moto Gori to just one word: Gori. The two manufacturers would work from two separate companies in Italy as the move and focus changed to the off-road market. They would still produce road- and commuter-based motorcycles but the project for the off-road market would see a new generation of machines open the door for the Italian manufacturers to make a statement in this growing sector.

As a joint venture, the new partnership would benefit from the sharing of research and manufacturing information as the move was made to a different engine supplier. It was common knowledge that the Austrian Sachs engines were problematic in all areas, including manufacturing and reliability. They produced strong power and were fast but often broke down!

PISTON PORT TO REED-VALVE

A decision was reached to move to another Austrian engine producer named Rotax for a new range of trials, motocross and enduro machines. The rotary disc air-cooled engines had a reputation for reliability that was second to none.

With the move from Sachs to Rotax engines also came the change of engine configuration to the innovative reed-valve induction system. The majority of two-stroke single-cylinder engines use the application of piston porting for the inlet, with the carburettor fixed to the cylinder barrel. It highlighted a problem. This system, at low revs or small throttle openings often found in the trials world, is that when you are ‘feeling’ for rear-wheel grip, the chances are that as the piston drops from top dead centre, the two-stroke fuel mixture in the crankcases will want to be pumped out back through the carburettor. The Rotax engine features a spinning disc valve on one end of the crankshaft for inlet timing. Using the reed-valve system has its benefits as it provides one-way flow and can prevent this ‘Pump Back’ to some extent, but at the expense of interrupting flow through the port.

CRANKCASE INDUCTION

It requires the carburettor to be located directly on the crankcases as opposed to the rear of the cylinder barrel. Here the fuel to the engine will then pass through the crankcase reedvalve system before entering the combustion chamber inside the cylinder barrel. Experienced engineers were quick to explain that for trials use the system for induction would need developing to become effective.

By the time the new Gori trials machine was presented to the public at the Milan show in the December of 1979, SWM already had a lot of experience with the Rotax engines. They had already introduced them to the enduro range and had continued to achieve good success and wanted to carry this into the world of trials. They had presented their own red-and-white trials model at the Milan show in late 1977 which had proved very popular.

SOMETHING DIFFERENT

As SWM introduced a new yellow-model range in 1980, Giancarlo Gori and Signor Sironi used the previous year’s models – the red and white ones – to introduce the new Gori trials model. The Gori name was an asset to their company portfolio, and it kept the name alive.

It was during this period that they decided they could increase machine sales by rebranding their older SWM range of machines, selling them as the new green Gori model. By doing this could open up another market to increase machine sales, aimed at another type of customer who wanted something different. In reality, it was the SWM machine, but the tubular steel frame now had a black finish and swinging-arm complemented with a green steel fuel tank and matching plastics in the same colour. It was a case of ‘copy and paste’ as in every area of the machine you could find the SWM signature, but this new Gori model would be named the MT 325.

In the early promotional images and on the Milan Show model, the SWM name was removed from the engine’s side cases, but it soon reappeared on the production models.

ROTAX POWER

After suspension problems on the early SWM models where the Marzocchi front fork bottoms cracked, updated stronger ones were fitted. At the rear, it was once again Marzocchi, along with other quality components, installed throughout the machine with the only reference to Gori appearing on the fuel tank.

The heart of the new Gori trials model was the 250cc Rotax engine that SWM had decided to develop for trials use. It was similar to the enduro engine which used a 72mm bore, so

they over-bored it to 76mm which pushed the engine size up to 276.6cc.

After initial tests, and to gain more torque from the engine, a heavy flywheel would be fitted. Strong power was on hand, but it still had the capacity to carburate cleanly, with the attributes of its now smooth power band an added bonus. A very robust but easy-to-use six-speed gearbox offered a wide range of gear ratios, while the points ignition system provided a reliable spark at low engine revolutions. After trying many variations of carburettor size during engine development on the reed-valve motor the 24 mm Ǿ Dellorto carburettor was the one to use.

WELL RECEIVED

The first machine arrived in early 1980 and the well-known Cheshire Centre based national rider, David Hooke, gave the machine its UK competition debut at the 1980 St David’s National Trial in Wales.

Hooke had plenty of experience of the other machines on the market, having ridden them at all levels of competition. It soon acquired a reputation as a strong and reliable machine and, priced at a very competitive £1,200, started to sell well.

Based on the good customer feedback, and the interest in sales, CMI, based at Byley in Cheshire, hired David Hooke as its new team manager to promote the new Gori trials model. Jim Jones and Hooke decided that the best way to market the new machine was to aim it at good centres and national riders as opposed to a highly paid superstar.

Talking to fellow riders at the club, centre and national level is a proven way of selling trials motorcycles. Between them, Jones and Hooke started to look at putting a team of riders together located across the country to promote the brand and ride for a new trials team in 1981, in which would attract trade support. Team Gori

In late 1980, a new team was put together including Welsh Champion Mike Leddy, who would leave the Beamish Suzuki team so that he could cover the Welsh regions. In the South, Brian Higgins would also swop Japanese machinery for Italian. In the East Midlands, John Walker would represent the Gori team while the team Manager, David Hooke, and Ian Wetherill would do selected nationals and British Championship rounds.

UK importers also offered a dealer support package to selected riders, who would receive a machine at a reduced price.

As 1981 opened up the response on the sales

front was very encouraging, with the riders taking regular local centre wins which resulted in sales from the machine seeing a steady increase. Both Hooke and Wetherill scored good results in the nationals and the ACU British Championship to show that the machine was a good performer at all levels of riding.

SCHOOLBOY MARKET

During the 1981 season a 125cc, 200cc and 250cc machine would be added to the range to attract riders into the rapidly growing schoolboy market. Small changes were made on the machines, apart from the cylinder capacity size, including minor cosmetic changes but also they would all receive better front and rear suspension. The front forks would change from the Italian Marzocchi to the Spanish Betor ones, with Corte Cosse rear shock absorbers fitted on the rear. Team manager, David Hooke, quoted sales of around 30 machines a month which, on reflection, was excellent; the green machines became a very popular fixture on the trials scene.

A dealer network was established around the UK, to include 20 outlets. There was a small price increase to the following: MT 125cc, £1,195.00; MT 200cc and 250cc, £1,245.00; and for the MT 325, £1,295.00. The only real problem was the lack of development, which would see Mike Leddy part with the team midseason.

NEW LOOK

1982 would start with a new-look team and the addition to the range of a new little 100cc schoolboy model. Again it was a direct clone of the same SWM model. Jim Jones and his company, CMI, also became the official UK importer for SWM as an addition to his Gori range of machines.

The new Gori team was launched and would still feature David Hooke as the team manager, who continued to ride. He also looked after the three-man team who would compete in the Scottish Six Days and Scott Trials, and all UK national and ACU British Championship events. Mike Skinner and Tony Calvert would join Ian Wetherill.

At first, Skinner praised the machine, but after lacklustre results, he parted company with the team in late March. The machine he returned was a wreck, as he had tried to make modifications to the frame without much success and without first clearing the work with his sponsor, Jim Jones!

At the time, John Hulme (Classic Trial Magazine editor and author of this feature)

was riding the Majesty and was looking for a change. He contacted Jim Jones.

John Hulme: “In the April, just before the SSDT, Jim supplied the ex-Skinner machine in a terrible state and gave me all the brand new parts to return it to a standard production model, which included a new frame. This was when I realised I had made a big mistake! The frame supplied was red and basically a 1978 SWM frame and swinging arm. I had it sprayed black but when it was rebuilt it was like a time warp, going back to 1978 and my first SWM; the trouble was this was 1982. It also had the Betor front forks and steering yokes which pushed out the front end and made it feel like an American ‘Chopper’. I rode the machine at the SSDT and, in fairness to Jim Jones, his support with parts and clothing was second to none. I rode the Gori through the summer period before I made a ‘Cap in Hand’ phone call to the Majesty Yamaha builder and my previous sponsor John E Shirt, who quickly supplied me with a new machine”.

IT’S OVER

Even though both Tony Calvert and Ian Wetherill scored some excellent results, the Gori production was looking to be coming to an end. Calvert, along with many other private Gori riders, had chopped the bottom frame tubes off to be replaced with an aluminium sump guard to keep the machine competitive and bring them into line with fashion. Calvert also added more updated SWM parts such as the plastic fuel tank. Some dealers made their own frame conversions to the remaining stock, much the same as Calvert’s. The buying public were led to believe there would soon be a new machine available featuring a new engine similar to the one used in the new JCM Trials project, but it never appeared. When the Italian SWM Company finally closed its doors at the end of 1983, it would also be the end of the Gori dream.

ENDURO, TRAIL AND MOTOCROSS

As the new trials model was launched in 1979, by spring 1980, the Gori factory also had a range of enduro, trail and motocross machines in production and was concentrating practically all its efforts on off-road machinery. As was the case with the trials models they were very SWM influenced, but once again with a very competitive price point, it gave the buying public an alternative option with some using the Sachs and Hiro engines as opposed to the Rotax one.

Trading under CMI (Competition Motorcycles Italy) Jim Jones imported first Gori and then SWM to the UK. Left to right, Jim is with his son and the Welsh enduro rider Colin Jones – no relation – and Frank Melling, who kindly supplied this picture.

‘Green Gori of Florence’ also produced some fearsome looking motocross machines in the early ’80s.

Making its first public appearance is the Gori trials model at the Milan Show in Italy in late November 1979.

Gori in the ’70s was generally better known as a company for producing small-engined off-road models. The Sachs engine usually powered them.

Seen here at the 1980 FIM World Trial Championship round in Ireland is David Hooke. He was employed by CMI to promote the new Gori off-road motorcycle range in the UK. He would compete in the first four opening rounds of the world trials championship in 1980 on the Gori.

Later BPS models appeared very much like the Gori, just with BPS on the fuel tank. At the 1980 International Dirt Bike Show at Bristol Jim Jones presented the new Gori trials model.

Working for the weekly Trials and Motocross News, Mike Rapley was the first journalist to test the new Gori. It was Mike who gave me the idea, with more information available, to re-visit the Gori story.

Taken in March 1980, this is the very first Gori trials model imported to the UK, ridden by David Hooke.

French motorcycle brand BPS also cloned the SWM machines.

Welsh Trials Champion Mike Leddy was one of the very early converts contracted to ride the new Gori. This picture is from the 1980 Northern Experts in Cumbria.

It is the 80s, and a young Nige Pearson from the Trials UK dealership in action on his new 200cc Gori.

After finishing in 50th position at the 1981 Scottish Six Days Trial: Mike Leddy parted from the Gori team shortly after.

In the full Gori GVS branded clothing, David Hooke at the 1981 Scottish Six Days Trial.

In late 1980 Brian Higgins left the Beamish Suzuki team and moved to Gori to ride in both trials and enduro.

Seen here with his Gori at the 1982 SSDT, Brian Higgins is still very much involved with the sport working with the ACU on the Trial GB British Championship.

Competing in the ACU British Championship and many nationals, Ian Wetherill had some very good rides on the Gori with support from CMI.

Yet again Gori cloned an SWM model to produce this tidy-looking schoolboy model shown at the 1981 International Dirt Bike Show at Bristol.

At the 1982 Scottish Six Days Trial Tonty Calvert finishes preparation on his Gori. On closer inspection it was very much a green-coloured SWM!

Tony Calvert joined the Gori team in 1982. To update his machine the bottom frame rails were replaced with a sturdy aluminium sump guard. To improve the handling he replaced the Betor fork yolks with Marzocchi ones but retained the Betor forks.

David Hooke in forceful action at the 1982 SSDT. His job, as well as enjoying himself, was to also to keep an eye on the eventual winner riding number 222, Bernie Schreiber who was on the similar engined SWM.

At the 1982 SSDT Tony Calvert finished in 26th position, the highest for a Gori rider.

Ian Wetherill takes a strong dab on the Callart Falls hazards in the 1982 SSDT on his way to 38th position.

Yes, it is you! Classic Trial Magazine editor John Hulme on the finishers’ ramp with his Gori at the 1982 SSDT.