From our Old Bike Archives – Issue 99 – first published in 2022.
Story Nick Varta • Photos Russ Murray
Think MV Agusta, and screaming triples and fours spring to mind. But while the exotic roadsters echoed the incredible success of the Grand Prix racers, there was, for several decades, a string of less illustrious models (as well as helicopter sales, of course) that helped pay for the racing.
Remember also that much of MV’s success came in the 125cc and 250cc classes, thanks largely to brilliant riders such as Carlo Ubbiali, who, aboard the 125 and the newly redesigned 250 singles, had claimed both these classes in 1956. But in the smaller classes MV faced the dogged FB Mondial concern, which thrashed MV to win both 125 and 250 classes in 1957, before joining Moto Guzzi and Gilera in quitting Grand Prix racing at season’s end.
Although Tarquino Provini regained the 250 title for MV in 1958 on an improved single, MV further sharpened its pencil, and the result was an all-new parallel twin, the Bicilindrico. Producing 37.5hp at 12,500 rpm, driving through a six-speed gearbox, the new twin used engine dimensions of 53mm x 56mm with gear-driven double overhead camshafts. Although raced towards the end of 1958, the new twin was not fully sorted until the 1959 season, when Ubbiali used it to good effect, taking the World Championship in 1959 and again in 1960.
1960 marked the end of the line for the Italian domination of the 250cc World Championship, as the Honda era began. MV did contest the class with a sole entry for Rhodesian Gary Hocking, who actually won the opening round in Spain, easily beating his close friend Tom Phillis on the works Honda. But when Phillis was killed at the Isle of Man TT, Hocking announced his retirement from motorcycle racing, leaving Honda unopposed and Mike Hailwood as World Champion. The fabulous MV 250 twins were consigned to the company museum in Cascina Costa, Varese, and never raced again.
Hit the road
The sixties were tough times for European motorcycle manufactures, not least MV Agusta which continued to offer 125, 150 and 175cc singles. But a market of sorts continued to exist, and so it was unsurprising that MV Agusta should choose to cash in on its rich racing heritage with road-going models aimed at those who needed everyday transport, but who were also sufficiently well-heeled to join the elite group of MV Agusta owners. Bucking the trend, MV presented an all-new twin, the sporty 166 Arno GT, with a bore and stroke of 46.5 x 49mm at the 1964 EICMA Show in Milan. Cylinder heads and barrels were in cast alloy, with two Dell’Orto MA 15B carburettors. In keeping with the sports-styling, clip-on handlebars and a single Radaelli seat with a humped back were fitted.
As one of only three new models in the whole show (along with the Laverda 200 Sport and the Ducati 250 Mach 1), the twin was very well received, but MV decided its capacity needed boosting to either 200cc or a full 250. Twelve months later, the 250 twin Arno made its bow at EICMA, with the styling toned down from sporty to more utilitarian in the hope of appealing to a wider audience. Naturally, the 250 was a long way from the technical specification of the GP bikes, but significantly retained the racer’s 53 x 56mm bore and stroke.
Once again however, and despite great interest at the show, no production of the 250 twin was scheduled for the following year. Eventually, limited production of the 250 twin began, the first model called the 250 Raid, replacing the earlier single cylinder Raid. It became the 250 B (Bicilindrica) in 1968. Although quite stunning to behold, with styling not unalike the rather quirky looking 600cc 4-cylinder model, the new road-going twins were fairly conventional technically. The 250 Bicilindrica employed wet-sump lubrication, with the crankcases heavily-finned to aid oil cooling, the engine fed by twin 22mm Dell’Orto carburettors with individual float bowls. Primary transmission was by gear to a 5-speed gearbox. Claimed power was 19hp at 7,800 rpm with a top speed of 135km/h. Three colours were offered; blue, black or a red tank with a black frame.
The chassis was a very robust looking tubular steel affair with a single front down tube and the engine crankcases bolted between the front and rear sections, forming a semi-stressed member. In normal MV fashion, the rear section of the frame was pressed metal, welded to the rear of the plates supporting the engine and swinging arm pivot. Small numbers were exported t0 UK but the price ensured that they found homes only with well-heeled enthusiasts. In 1969, a slightly more powerful version appeared, reputedly producing 23hp, and in 1970 a 350cc version was added. While not massively fast, the 250B nevertheless offered brisk performance with fine handling and brakes. Various versions included the basic sports model, along with a tourer and a street scrambler fitted with high-level exhaust pipes and higher handlebars, but between 1968 and 1971, only 1452 250s were built. 1971 also saw the death of Count Domenico Agusta, and thereafter a steady decline in the interest in motorcycle production at MV. Production ceased in 1980.
A larger 350cc twin, the 350 B, with a bore and stroke of 63 x 56mm and 27hp at 7,600 rpm came on stream in 1970 and was a greater success in the showroom. Produced in standard and Sport versions, the 350 engine mirrored the 250 with the round crankcases and continued until 1975 when a new version, with sharply angular finning and crankcases took over in both 250 and 350cc form. The 350 was also produced as the Polizia Urbana for police work.
Our featured motorcycle was imported by Melbourne specialists Classic Style Australia, and is in original and unrestored condition, down to the mid-blue décor. As photographer and MV aficionado Russ Murray points out, “The tank decal is original and placed on top of the clear coat so that when MV won another world championship it could be removed and replaced with an updated version. Also, many bikes have replica decals which are on a white ‘background’ but the originals are on a clear background. This is one of the few MVs with a metal tank badge. The 600/4 also has the same badge. These are the only two which I have seen with this badge.”
Specifications: 1969 MV Agusta 250B
Engine: Parallel twin cylinder, overhead valves. Air cooled.
Bore x stroke: 53 x 56 247cc
Compression ratio: 9.5:1
Lubrication: wet sump
Ignition: Marelli dynamo and battery
Frame: Single beam tubular steel with pressed steel sections.
Brakes: 200mm front and rear
Tyres: 2.75 x 18 front, 3.25 x 18 rear
Fuel capacity: 13 litres
Wheelbase: 1300mm
Weight: 140 kg dry
