| Once I was walking
down Cabildo Avenue , I was thirteen years old approximately
, when I saw in a motorbike's workshop , an strange vehicle
with two wheels , a four cylinder engine , almost pure motor
and made by Gilera , I was amazed .
|Years later I bought a Gilera Macho
0 km and after that an Italian Gilera 300 cc , according the papers it
is 57 model .
I always wanted my motorcycle
works better and this "300" started to mutate . The first thing
was te dynamo which was tired of working , the fourth alternator that
I has installed is the one that has today with its tyristor voltage regulator
, all made by myself .
The following was the camshaft , it was modified but
with such bad luck , when I check the values of degrees whit comparator
didn't match with what they had told me , with diferences of more than
5º in general . The engine worked , but with a fuel comsumption
of a 600 cc (Fiat) .
I logically increased the compression into 9:1 according
to the fuel at that time .
To stop it , as the engine was obviously another , I
installed a brake kit "Doppler" , the best in those days .
I bought two Mikuni of 26 mm of diameter and i installed
I obtain the cilinder heads of the national 300 , in
a bargain and i also adapted them with its inverted camshaft . The temperature
did not drop much , then i resorted to the installation of a radiator
of a "2CV" with bad results .
The brake disk finally destroyed the original fork and
i installed a "Marzocci" thet equiped the "Sapucai"
with great success .
After being kept and without being used for more than
two lustrum , i decided to use it so i reassembled it .
|I was tired of kick it for the new timming
and i designed an electric starter with free wheel system of Chevrolet
400 and i instaled it with gear of my feature , it is a pleasure start
just sit on it .
I modified the camshaft i made a "Taranto-Milano" on the lathe
with fine file and comparator , before that i asked at Gilera Arg. contact
(Pepon) who nicely guided me and give me good pieces of advice
|The engine was better , it had more revolutions
, and the most important , whit the calculation and shapely of two new
needles for the Mikuni , the consumption was logical .
Reading some articles by the journalist Juan Von Martin
in a periodic magazin of motorcycling , my blood started to boil , the
classic "Quattro" of half a litre , were before my eyes and
with a wealth of details as i had seen when i was a little boy.
There was the OPRA of 1928 by the eng. Giannini , Remor
and Taruffi , the CNA Rondine of 1935 "Quattro" with double
camshaft in the front and compressor . And the maximum ; the 500 four
with its distribution done with straight gears .
This mived my deeply inside , and the challenge of update
my 300 suddenly appeared , with this influences and also with the influence
of the milanese eng. Vicenzo Piatti , Ettore Bugatti collaborator , and
his concepts of squish surface and rolled up admission .
The question i asked to myself was wich's the difference
between the engine of my 300 and a modern engine , mecanically speaking
, obviously the differences were in their cylinder heads .
The firsts drawings i made when i decided work on this
, mainteined the original camshaft and rods , they changed the arrangement
of the valves and the rockets with their lubrication .
Until i realized and by solidity ,
inertias , and precission , the double over head camshafts was the
other option to follow . The work that it would take was bigger , above
all the control of distribution which following the recommendation
of a friend , had to be straights gears as the 500 four with it metallic
sound that it would have . Due to conveniences and for economical reasons
; valves , botators , handlebars , springs and valve seats are from
I make the draws ,
|I built the wood models ,
|I filed the cast without mercy and cut
the two front bars because they interfered with the exhausts .
|I found in one of my walks to Warnes
Avenue some needles bearings that no exists in my bearings manuals and
they were perfect for my connecting rods , so i buoght two . As the
bearings had the same external diameter as the original connecting
rods , i had no option , pencil and calculator in hand i designed the
new connecting rods and with an ideal nickel-chrome steel , i machined
|With an electronic scale and a wooden
device that i made , i balanced the crankshaft assembly connecting rods
and pistons .
|From then on i started with the assembling
of the puzzle .
The day of the set it in motion i arranged to meet two
close bike's lover and at the third kick touch , started one cylinder
and the instantly second one , the other , it was all cold .
The uncertain turned into happiness and a bottle
crowned the evening.
The ignition has a condenser discharg system that it is firing by two
small tongues adapted to the original platinum system , with the modified
adjusment , all of them made by myself and with an commercial captor
Of course , after that , the matter was stop the bike
fast and safety . I propouse myself to fit a double disc brake forward
and single disc brake rear . With pencil and paper at hand , i design
a caliper what it look to me simple , safe and low maintenance cost
, that use standard parts . It cames out an strong double action caliper
wich friction pads were easy to get or find .
From a piece of wood i prepare the casting models , and sent it for
After machine it , and install the three .
|The wheels hubs were prepared to receive
the disk wich i made directly from a steel plate cut disks , make it
lighter and mount in place .
|Now the brake is even smooth and much more efective . The
rear brake , if i press too much , the wheel blocks .
As The worm was still beating me and to profit the idles hours i had
to options : one an old dream i have , is to design and built a four
cylinders engine for a bike profiting the know how i got before , or
develop an multipoint electronic injection system as per my own idea
After a while i make the choice for injection
system , th is would be a way to put a gold pin on the actualization
of my beloved "Gilera
300 Agiorno" , also can be a good help for th ose who like to install
such at a bike or a car .
With some ideas that were already turn at my brain , some discrets
electronics components and with the help of a protoboard , start doing
some tests monitored by the osciloscope . Bought a couple of Bosch injectors
and when the proper permanence times were find out . After design the
circuits and teste everything at the protoboard , i start building the
electronic control board . Pass the circuits to the coopered plate ,
trate with perchloride and pierce and mount the components .
After stop with the electronic .
|For replace the carburators , two nozzles
holders assembled together were built a shaft for mount the brass disks
which will be the buterflies altogether with the limits for ralenti
and fullopen . The ralenti system was arranged independent at each nozzle
duct for do sepparate cylinder adjustment .
The common rail follows and at one
side acted with the butterflies shaft a set of cams and adjustables
microswitchs , were installed this alloud me to buildup the more convenient
curve for the engine reaction , all was pretty brassed with silver
by myself ,
with the help of an small oxiacetylene toch that i have .
Like that a total variable TPS was achieved , it looks nite although
rare , but the man stays happy .
I let pass some time , the creature was running so good with the Mikunis
But one day i put the guts and the heart too and pull
out the carbs , here start my long injection trip .
Mount the gasoline pump , the pressure limit valve , the filters ,
nozzle holders print boards , temperature sensor and do the wiring that
must be independant and complete detachable module .
At that time with everything in place i was only at
the halfway , now cames the start and make it works properly , like
the system is completely adjustable by presets , to find out the set
points was a hard work . I use everything i'd at hand : from the oscilloscope
to smell sense , for detect excess or shorteness of gas , look out and
put back the spark plugs tenths of times to look the colour .
the end after three days of tests i sucseed to make her start and
idle more or less normal , the soule back to my body .
After a week starts and idle at the first touch and the
rpms mounts easily and fast , with just touch the throtle .
I put her at the street and went to visit the friends that always back
From Warnes to Mataderos , from Mataderos to San Justo and from there
back home .
I felt the diference with the carbs , the start is inmediat
and the aceleration is amazing !!!
Its stills to make it nite the installation and use it .
Now i believe , the carburators are like the steam engine , efective
but overpassed .
Is so reconfortable the feeling that your machine is running much better
, that push more !
But of course there exists the "gravity law" ,
to make it clear , if you have to transmit more power , the transmition
must to be stronger .
I start feeling a curious noise when the engine was idle and shift
desengaged , looks like something was touching inside when should not
, this was very unpleasant for me and start feeling somes stomach pains
about , but i was standing it because the only reason is that the machine
was running so good . Until arrives one day that i couldn't stand it
any more .
Just did this mental calculation : "Il Comendattore" had
declare at its time that my little rod erogates some 12.5 cv at 5800
rpms , and now measured whit an external digital tachometer was reaching
the 9600 rpms .
Obviously there are not more 12,5 cv , there are some more and the
original transmision was complaining about .
I make the decision to improve the mechanism of the shifting
system at the gear box , paper and pencil , goniometer and caliper ,
i start to designning a new mechanism more direct and stiff , but without
change too much the original system .
The gears were strong enough , like for a 500 or 600 .
The change consist in replace the
original small brass levers , tireless fountain of unwanted excesives
backlashes and early worms out . Like this two shifts may engage at
the same time ending in a dessaster or jump out some shift , normally
the 2º or 3º gears
, but always announcing it , with the particular noise like not proper
I'd put in place two fix rectified pins , like sliders and two corresponding
sliding bushes , where to be placed the new forks and the followers
fingers , completely adjustable .
|The shapely of the new selector cams
was very tedious , had to keep the original sweeping angles but with
the double of displacement and the final arrival point , transporting
everything to the steel with precision .
Obviously , i couldn't rid out of the panic that produces
such important mechanical modification , but after passed the firsts
turns around the block in 1st , after shifting up and down between 1st
and 2st take the avenue , engages the 3rd and 4th with the usual shift
down , the smile arrive to my face and the relax came over .
After many permanent hot rides the stomach unpleasents went off .
No dudes en llamarme por telefono o por
mail , si se te ocurre algo que no te guste o que te parezca bien ,
pero pueda ser mejorable .
Me dedico no solo a mis motos sino tambien
puedo hacer lo que necesites para tu máquina , mi taller esta
en mi casa .
Telefono : 4584 - 7254
Celular : 15 - 3045 - 8197
: Carlos Paes .