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Once I was walking down Cabildo Avenue, I was thirteen years old approximately, when I saw in a motorcycle garage, there was on exhibition 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 kilometers and after that an Italian Gilera 300 cc, according to the papers it is ’57.

I always wanted my motorcycle woks better and this “300” started to mutate . The first thing was the dynamo which was tired of working, the fourth alternator  that I had installed is the one that has today with its regulador a tiristor all made by myself.
The following was the camshaft, it was modified but with such bad luck when controlling the reglajes  with comparador didn’t match with what they had told me, with differences of more than 5 grades in general. The engine worked but with a fuel consumption of 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 them.
I obtained las tapas de cilindro of the “300”,  in a bargain and I also adapted them with its arbol de levas invertido. The temperature did not drop much, then I resorted to the installation of a radiator of a “2cv” with bad results.
The brake disc finally destroyed the original horquilla and I installed it a Marzocci  that equiped the “Sapucai” with great success.
After being kept and without being used for more than 5 years, I decided to use it so I assembled it.

I was tired of “kicking” it to the new puesta a punto and I designed an electronic starting with a system of rueda libre  of Chevrolet 400 and I installed it with gears made by myself, it is a pleasure starting it up being sit on it.

I modified the camshaft I made a “Taranto-Milano” on the lathe with lima fina and comparador, before that I asked a Gilera Arg contact who nicely guided me and gave me good pieces of advice.



The engine was better, it had more revolutions , and the most important, with the calculation and the shapely of two new needles for the Mikuni, the consumption was logical.


Reading some articles by the journalist .Juan Von Martin in a periodic magazine of motorcycling, my blood started to boil, the classic “Quattro”  of half a liter were before my eyes and with a wealth of details, as I had seen them when I was a little boy. There were the OPRA of 1928 by the Eng  Giannini , Remor y Taruffi, the CNA Rondine of 1935 “Quatro” with double camshaft in the front and with compressor and the maximum; the 500 four with its distribution done with straight gears.
This moved me deeply inside,  and the challenge of update my 3000 suddenly appeared, with this influences and also with the influence of the Milanese Eng Vincenzo Piatti, Ettore Bugatti collaborator, and his concepts of  the surface of squish and rolled up inlet.
The question I asked myself was what is the difference between the engine of my 300 and a modern engine, mechanically speaking, obviously the differences were in their tapas de cilindro.
The first drawings I made when I decided to work on this maintained the camshaft and the original varillas , they changed the arrangement of the valves and the rockers with their lubrication.

Until I realized and by solidity, inertia and precicion, the double camshaft at the front 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 straight gear as the 500 four with its sound of a fierro that it would have in the future. Due to convenience and for and economical reason,  valves, botadores, guias, springs, seats are from cars.
I made the drawings,



I built the wood models, 


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I sent to melt,



I schemed the parts,



I built the gear,


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I filed the smelting without mercy and cut the two bars portantes delanteras because they interfered with the exhausts.



I found in one of my walks to Warnes street some rodamientos de agujas that no exist in my manuals of rodamientos and  they were perfect for my connecting rod, so I bought two. As the rodamientos 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 a cromo- niquel ideal, I schemed them.


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With an electronic scale and a wooden device that I made, I balanced the crankshaft assembly connecting rod y 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 fierreros and at the third toque de arranque started the first cilindro and the instantly second one, it was all cold. The uncertainty turned into happiness and a bottle of “Chandon”  crowned the evening.
The ignition  has a CDI that is shoot out by two lenguetas adapted to the original platinum  camshaft  with the modified reglajes, all of them made by myself and with a commercial captor.

Of course, after that, the matter was to stop the bike fast and safely. 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 looks to me simple, safe and low maintenance cost that use standard car parts,it cames out an strong double action (two pistons, one each side) caliper which friction pads were easy to get or find. From a piece of wood I prepare the casting models, and sent it for cast, after machine it and install, the wheels hubs were prepared to receive the discs which I made directly from a steel plate cut discs, 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 two options: one an old dream I have, is to design and built a 4 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 inyection system, this 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 those who like to install such a system at a bike or a car. With some ideas that were already turn at my brain, some discrets electronic components and with the help of a protoboard; start doing some tests monitored by the osciloscope, bought a couple of Bosh inyectors (for VW Gol) and when the proper permanence opening times were find out, after design the circuits and teste everything at the protoboard, I start building the ECB (electronic control board), pass the circuits to the coppered 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 with a shaft for mount the brass discs which will be the butterflies altogether with the limits for ralenti and fullopen the ralenti system was arranged independant at each nozzle duct for do sepparate cylinder adjustment, the common rail follows and at one side acted by 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 torch I have. Like that a total variable TPS (or sensor of the angle of opening for the butterflies) 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 carbs), but one day I put the guts (and the heart too) and pull out the MIKUNIs and start the long inyection trip, mount the gasoline pump, the pressure limit valve, the filters, nozzles holders, print board, the temperature sensor and do the wireing (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 osciloscope to smell sense (passing most of the time through the intuition) for detect excess and shortness of gas, took out and put back the sparks plugs tenths of times to look the colour. At the end after three days of test 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 rpm mounts easily and fast with just touch the throtle, I put her (sorry I try it of her) at the street and went to visit the friends that always back me, from Warnes to Mataderos, from Mataderos to San Justo and from there back home. I felt the difference with the carbs. the start is inmediat, and the aceleration is amaizing, terrible!!!. Its still to make it nite the instalation and.... use it, now I believe the Carburators are like the Steam Engine, efective but overpassed.


                                    Contacto: Carlos Paes