1. Introduction<>
1.1 Ducati Italy.
Ducati Meccanica SpA is one of the motorcycle manufacturers that continues production despite the dominance of the Japanese industry. It was founded by engineer Antonio Cavalieri Ducati, Mr. Carlos Crespi, and three of Mr. Cavalieri's sons in Bologna, Italy, in 1925, as a company manufacturing radio equipment and general radio technology.
In 1935, production was moved to Borgo Panigale (near the former factory in Bologna), where a new plant was built. During World War II, retreating German tanks entered the Borgo Panigale plant; the machinery was saved and the factory was rebuilt.
In 1945, taking advantage of the fact that Siata (Societ� Italiana Applicazione Tecniche Auto-Aviatorie) had developed a small, four-stroke auxiliary engine, perfect for attaching to bicycles, known as the "Cucciolo" (puppy), a 48cc (39 x 40 mm) engine that produced 1 hp at 4500 rpm and had low fuel consumption, Ducati reached an agreement with Siata to share production and manufactured the T-1 moped, of which it sold a significant number. Subsequent evolutions of this moped solidified Ducati's position in the market.
In 1952 Ducati designed a "real" motorcycle, the 98 model, which was presented at the Milan Motor Show in a still underdeveloped version called "Cavallino".
In 1954, Ducati changed its name to the definitive Ducati Meccanica Spa, and its new director became Giuseppe Montano. That same year, the two definitive versions of the 98 model appeared: a sport version and a touring version, both with the 98cc, four-stroke, air-cooled engine (the sport model also had an oil cooler) and pushrod valve actuation.
Later, Ducati hired the engineer who designed its revolutionary single-cylinder, single-overhead-cam, four-stroke engine, Dr. Fabio Taglioni , who came from FB Mondial. He also designed the V-twin engine used in the 750 SS and the Pantah, on which the current Ducati engine is based, and introduced desmodromic valve actuation, in addition to other projects for racing, which gave Ducati a very important track record and a reputation for beautiful, high-quality, reliable, robust, and trouble-free motorcycles.
1.2 Mototrans.
Simultaneously, the company Maquinaria y Elementos de Transporte (Maquitrans) was founded in Barcelona, ??specializing in the repair of trolleybuses and trams. This company decided to create a division for the construction of motorized delivery tricycles. They also ventured into the development of a 188.5cc two-stroke, twin-cylinder scooter, which never went into mass production.
In Spain, Italian Ducatis arrived in Madrid through Alejandro Maifava, who imported the Cucciolo. Later, in 1955, the Cliper company of Barcelona imported the Cucciolo and delivery tricycles, and in 1956 they began importing the 98 model in both versions.
In 1957, Maquitrans and Cliper made contact to begin jointly building motorcycles. Maquitrans contributed capital and facilities, while Cliper brought local knowledge (Cliper's owner was Eusebio Andreu Virgili, one of the few at Mototrans who understood motorcycles) and plenty of enthusiasm.
In 1958, the joint venture MOTOTRANS was formed. They equipped facilities on Almog�vares Street in Barcelona with all the necessary machinery to assemble the motorcycles, achieving superior quality (although some parts were still imported from Italy). From that moment on, they ceased importing the Cucciolo and the 98 model.
2. The History of Mototrans through its models.
The 125 Sport
On December 2, 1959, the Ducati 125 Sport was presented at the Avenida Palace Hotel, the "10 HP and 110 km/h" model that went on sale from 1960. The motorcycling scene in Spain at that time was divided between Bultaco and Montesa enthusiasts, as well as owners of other brands such as Lube Renn, Isso, Derbi, Narcla, Mv, Ossa, Peugeot, Guzzi, etc., which did not have such a sporty character, but rather a more utilitarian concept.
No motorcycles possessed the quality and attention to detail achieved in the production of this Ducati Mototrans, starting with its shaft drive, overhead camshaft, and the use of components such as Dell'Orto carburettors, Llobe forks based on the Italian Marzocchi design, Grimeca brakes and Drim clutches, Motoplat components, Borgo Tarabusi pistons, Bosch spark plugs, Tudor batteries, Akront aluminum wheels, and the innovative alternator-regulator system with points and a condenser external to the flywheel and battery–a system of such sophistication in the early 1960s. The final result was dazzling. The motorcycle was more expensive than its direct two-stroke competitors, the Bultaco Tralla 101 and Montesa Br�o 110, but the final product made the price difference understandable.
The catalog is expanded.
In 1961, the production line was expanded, and the more toned-down version of the 125 Sport, the 125 TS, was manufactured. Its most notable differences were its reduced performance (due to being less modified) and its touring handlebars. Its camshaft was less "racing-oriented," allowing the motorcycle to operate at a lower RPM, the valves were also different, and it had a lower compression ratio. The 175 TS model, "the perfect Ducati," also appeared, renowned for its exceptional reliability and performance. This model was ridden around the world, and Ricardo Fargas and José Mar�a Arenas participated in the 1000 km Rally on it. It was the best-selling Ducati model in Spain.
Also presented was its sport version, a beauty called the 200 Elite. All of these models were unveiled at the 1960 Barcelona Motor Show, and all these manufacturing ventures were bolstered by Ducati's excellent performance in Spanish racing with riders Ricardo Fargas, Bruno Spaggiari, and Mandolini, who achieved victories in speed and hill climb events, in addition to triumphs in the 24 Horas of Montju�c, a highly regarded endurance race in Spain. Other riders for the brand included Ángel Nieto and Mauricio Aschl.
2.3. The 250 Deluxe and mopeds.-
In 1963, Mototrans manufactured the 250 Deluxe, a motorcycle developed from the Italian Diana 250, but with a more square piston bore of 66 mm and stroke of 69 mm (Taglioni's preferred design), instead of the 74 mm diameter and 57.8 mm stroke. This marked Mototrans' first move away from Italian designs; only five units, painted black with silver accents, were exported to the British market. Also in 1963, Mototrans began manufacturing Ducati Italia mopeds in Spain, recognizing the importance of this sector, and presented at the Trade Fair two models: the Piuma, with an open frame, and the 48 Sport, a sportier model, both with twist-grip 3-speed gearboxes and 48cc engines.
In 1965, Mototrans expanded its facilities, aiming to produce 19,000 motorcycles annually (mostly mopeds). The new facilities were completed in the spring of that year, and Ducati lost one of its most important supporters: Virgili left the company due to disagreements with the board of directors. In 1966, the two models that replaced the 125 Sport and TS were introduced: the 160cc models in their TS and Sport versions, which were essentially the same, but with a 40cc increase in engine displacement and different colors.
2.4 Mototrans' independence: the 24 Horas.- At the Barcelona trade fair in December 1965 and the Madrid trade fair in January 1966, Mototrans unveiled its most distinctive model: the 24 Horas. Based on Ducati's victories at the 24 Horas of Montju�c, the motorcycle was impressive, both for its performance and its aesthetic appeal, with its fiberglass tank, rear-set footpegs, tail-shaped seat, and other features. The Italians had a similar sport bike, the Mach 1, and the United States had another model, the Mark 3, but aesthetically these resembled a 250 Deluxe more than the 24 Horas. Unlike all previous Mototrans models, this 24 Horas had a five-speed transmission and a top speed of 160 km/h (100 mph).
The 24 Horas, considered one of the most beautiful motorcycles of its time, is today a valuable collector's item for any vintage motorcycle enthusiast.
500 units of the first series were manufactured, and in two subsequent series it was manufactured until 1974, with 150 units being exported to the English market in August 1971, where it was known as "24 horrors" undoubtedly due to the machine's lack of adaptation to short and complicated circuits, where it was slow and heavy and broke down easily, not because the motorcycle was of poor quality , but because it was not intended to carry the speed required in that type of racing.
Apparently, an English owner of one of these machines advertised it in the classifieds of Motor Cycle News magazine as "24 horrors for sale," inviting anyone interested to come to the door of Vic Camp (Mototrans' importer in England) where he was going to dismantle the bike and sell it piece by piece to protest its poor quality, after the engine had broken down after 1,600 km. According to Mick Walker, the main problem was the material of the camshaft, cams, and valves, which, when replaced with Italian ones, made the bike run perfectly.
Ricardo Fargas would take some of the pieces manufactured in Barcelona with him when he traveled to Italy, to perform quality control checks there that couldn't be carried out in Spain due to a lack of the necessary tools. Félix Ferrer, who was a tester for the brand and worked in all technical departments, actively participated in this and other designs.
Also introduced in 1966 was the 200 TS model, intended to replace the successful 175 TS. The 200 TS was aesthetically identical to the 175 TS but with different colors and an increased displacement (in cubic centimeters) due to the larger piston diameter. The latter years of the 1960s saw a halt in motorcycle production for Mototrans, with their main market being mopeds, as the motorcycle industry was in crisis. Ricardo Fargas designed the 50 TT moped using parts from other motorcycles in the factory. The 200 V5 was also manufactured, replacing the �lite 200 with a facelift that included a change of colors but few other significant innovations. An attempt was made to produce a motocross bike, the RTS 250, which was presented at the 1970 Barcelona Motor Show, but it was a failure and found no success. The Mini 2 moped was also presented, along with the big sensation of that show, the Scrambler model.
Apparently, an English owner of one of these machines advertised it in the classifieds of Motor Cycle News magazine as " 24 horrors for sale ," inviting anyone interested to come to the door of Vic Camp (Mototrans' importer in England) where he was going to dismantle the bike and sell it piece by piece to protest its poor quality, after the engine had broken down after 1,600 km. According to Mick Walker, the main problem was the material of the camshaft, cams, and valves, which, when replaced with Italian ones, made the bike run perfectly.
Ricardo Fargas would take some of the pieces manufactured in Barcelona with him when he traveled to Italy, to perform quality control checks there that couldn't be carried out in Spain due to a lack of the necessary tools. Félix Ferrer, who was a tester for the brand and worked in all technical departments, actively participated in this and other designs.
Also introduced in 1966 was the 200 TS model, intended to replace the successful 175 TS. The 200 TS was aesthetically identical to the 175 TS but with different colors and an increased displacement (in cubic centimeters) due to the larger piston diameter. The latter years of the 1960s saw a halt in motorcycle production for Mototrans, with their main market being mopeds, as the motorcycle industry was in crisis. Ricardo Fargas designed the 50 TT moped using parts from other motorcycles in the factory. The 200 V5 was also manufactured, replacing the �lite 200 with a facelift that included a change of colors but few other significant innovations. An attempt was made to produce a motocross bike, the RTS 250, which was presented at the 1970 Barcelona Motor Show, but it was a failure and found no success. The Mini 2 moped was also presented, along with the big sensation of that show, the Scrambler model.
The new line for in the 70s: Ducati Vento, Forza, Twin, Strada, and Desmo.
In 1974 the company's economic situation was not very good, it owed money to the banks and Ducati Italy was also in crisis, but it was necessary to renew the range from the 60s that was already outdated, and taking advantage of a fiberglass tail-tank assembly that Ricardo Fargas had brought from Italy, a new motorcycle was designed, the Vento 350, a sport model that came to fill the gap left by the 24 hours.
Also presented is the Forza, a road-oriented touring model. Other models derived from mopeds include the Senda 75 and the Pronto 100. The moped engines were used by brands other than Mototrans, such as Bultaco and Ossa, due to their high quality.
The final versions of the Vento and the Forza did not hit the market until two years later, slightly improved, and without competitors in the road motorcycle market, since the other Spanish brands were mainly dedicated to off-road motorcycles.
In 1976, Ducati Italia began manufacturing the 500 Twin, a horizontally twin-cylinder model with chain drive, and Mototrans saw its opportunity to enter the large-displacement motorcycle sector. However, the bike proved to be an absolute failure, as a design flaw in the oil lubrication system forced the installation of a radiator on all units for cooling. It also suffered from stability problems, engine noise, and other issues.
To add insult to injury, this year Japanese manufacturers arrived in Spain and the competition became fierce. The 250 STRADA was introduced, with the traditional engine, the TWIN chassis, and the FORZA styling, but cheaper than the FORZA because it lacked a disc brake and other features.
Two years after this presentation, and after the extensive modifications that workshops were performing on the TWIN, Mototrans introduced an evolved model, the 500 DESMO, with desmodromic valve actuation. Due to the TWIN's poor reputation, it was a sales failure.
The end of the story.
In 1978, Mototrans' ordeal began, following an agreement with Sanglas and Yamaha to produce jointly, which turned out to be a "deception" by the Japanese to start manufacturing at the Sanglas factory.
One hundred Mototrans workers transferred to the Sanglas factory, a welcome development for Mototrans, which had an overstaffed workforce and union problems. Virgili returned to Mototrans, and the brand, needing its own models to survive without relying on the Italian manufacturer or its development, created the Yack 410, this time under the MTV (Mototrans Virgili) name. This 400cc single-cylinder trail bike featured a toothed belt and desmodromic valve actuation system, but it was never manufactured due to the project's high cost and the banks' refusal to provide financing.
In 1981, an attempt was made with the MTV mopeds with a German Z�ndapp engine, in cross and road versions, with cantilever suspension, four speeds and a beautiful design in both versions.
In 1982, the factory was placed under judicial administration, and an administrator was appointed. Money was owed to Banesto. The company announced it was insolvent. The unions offered no help in this situation. The mopeds remained on the market for some time, but the decision was made to close the factory.
Ricardo Fargas and Félix Ferrer, through Gamma Motors, acquired all the spare parts, the Tecfar racing project, and the MTV motorcycles. The industry crisis was underway, and the government wasn't providing any assistance to the factories, leading to the demise of many, as was the case with MOTOTRANS. Factories as important to the history of Spanish motorcycling as Bultaco and Ossa were forced to close their doors. The Japanese were here, and they were here to stay.
Bibliography.
Herreros, Francisco. Ducati Mototrans: much more than a manufacturing license. Barcelona; Moto Retro, 1999.
Polo, Carlos. Ducati Mototrans . Girona; Benzina Editions, 2000.
Walker, Mick . Ducati singles. London; Osprey Pub Co, 1997.
Herreros, Francisco. "Ducati and its single overhead camshaft engines". Moto Retro No. 25 (March 1996): 40 pages.
Garc�a de Mingo, Roberto. "Long July night." Motorcycle Performance no. 21 (September 2000): 72-77.
Polo, Carlos. "The Queen of the Boulevard." Motorcycle Performance No. 18 (June 2000): 88-91.
Ruiz, Andrés. "The first Ducati." Motor Cl�sico n� 143 (December 1999): 80-85.
"The Ducati 250." Highway No. 219 (March 1963): 21-24.
"Mototrans Circular addressed to dealers of the brand." No. 2, 1960.
Source: perso.wanadoo.es (archive)
