SWM HISTORY 2
SWM started his industrial history about the middle of 1972 because it would not produce any more prototypes or artisan’s motors because they resulted one different from the other; that were the famous sole with the amaranthine undercarriages and silver superstructure named “Regolarità 50-100-125” which were considered by error like Six Days and which are demanded nowadays by the collectors.
The current motorbike was presented at the press toward July; the undercarriage had the posterior join of the motor welded at two sleepers (the casing pivoted at the staple’s gudgeon appeared in 1973), in front was fixed with a big U-shaped plate, the running boards were still advanced and in axes with the fulcrum of the central stand, in the zone of the dinghy were definitively situated the two sleepers and the gusset, the staple, an SWM innovation, had a rectangular section and had big dimension, the Sachs motor was of the last generation: six- speed gearbox with electronic ignition and SWM specific elaboration. Technically remained unchanged the locking system “Campagnolo”, the Redaelli iron rims, the Marzocchi suspension and the Tommaselli drive.
SWM gave a noticeable personality to the motorbike, even though it maintained the same superstructure the aesthetic form was completely modified, with the exception of the mudguards: the front, that before was flat and of Morini derivation, now is rounded and the posterior is remodelled; the chromatic combination completed the opera: the undercarriage is metallic gray like the superstructure in fibreglass ( disappears the save spray’s limpet before the filter till), they give new colouring at the petrol tank: green for the 50cc, red for the 100cc and blue for the 125cc. This chromatic personalization will be a classic for all the period wherein SWM utilizes the Sachs motors and from the 1973 the colouring will become metallic and they will vary slightly the tonality in the years to come.
Two models of motorcycles were prepared to satisfy the marketing requirements: one was cheaper and one more suitable for the competitions. The first one keeps on calling “Regolarità” whereas the second, that gives a better performance, was named “Six Days”, to remark the racing spirit and the reliability of the transport. During the first years of life, from the end of 1971 to the end of 1972, the SWM produced 522 pieces of “Six Days 50” 187 pieces of “Six Days 100” and 880 pieces of “Six Days 125” between the vary models: economics and competitions. During our archives’ searches, we have found the sale price for the public (works exept IGE and accessories) on a brochure of the 1972: £ 505.000 for the “100 Regolartà” and £ 515.000 for the “125 Regolarità”.
About the promotional duplicate, the “Albo d’oro della SWM” (the gold book of SWM), which reports the most important agonistic stages of 1972, we can remember:
- 1° ITALIAN CHAMPIONSHIP OF MOTOCROSS 125cc A. Rustignoli
- 3° EUROPEAN CHAMPIONSHIP OF RELIABILITY TRIAL 125cc P. Rottigni
- 2° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 50cc G. Brissoni
- 3° ITALIAN CHAMPOONSHIP OF RELIABILITY TRIAL 50cc Redrezza
- 3° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 125cc P. Rottigni
- 2° FMI CHAMPIONSHIP OF RELIABILITY TRIAL 50cc F. Tura
- 2° FMI TROPHY OF RELIABILITY TRIAL 100cc Mazzoleni
- 3° FMI TROPHY OF RELIABILITY TRIAL 125cc Mingolla
- 47° SIX DAYS IN CZECHOSLOVAKIA
- 10° SILVER VASE ITALY “A” Vergani, Brissoni, Signorelli, Bernini
- 3 GOLD MEDALS Mercatelli, Bernini, Laureati
- 1 SILVER MEDALS Brissoni
In 1973 the motorbikes undergone substantial improvements also on a technical level suggested by some tests done during the competitions, where were assumed new solutions and components. The bicycle was completely reviewed: the springboards were withdrawn, behind the motor was fixed with a casing pivoted on a staple’s gudgeon to make elastic the connection and to bring the pinion near the gudgeon as much as possible, formerly the motor was fixed with two plaques riveted at the front cradle of the undercarriage; on the sleeper that connected the plaque of the gudgeon staple at the dinghy’s stud appeared two shaped plaques that did service as reinforcement, as third motor’s join through two riveted tie rods and as coupler for the back fixing springs of the fuel tank. On the cross version was taken up a low expansion converter, in the place of the previous that passed laterally and that derived from the more famous sole for the regularity use. Some thighs were redrawn: the petrol tank, on that were made two embrasures for the knees and remained the hide bag for the tools. The saddle was raised to make it more comfortable and anatomical; the posterior mudguard, striking out the step under the saddle and giving a harmonious line.
The production of 1973 consisted of three models: the “Regolarità” that was the economic version, the “Six Days ES” that was the more boosted and more suitable for the competitions, equipped with components of the highest order and an elaborated Sachs’ motor and, finally, the “Six Days ER” that was more economic compared with the “Six Days ES”, because the motor was current but with the elaboration was made by SWM. Around the end of the year on the ES range appeared the alloy rims, the gas shock absorbers and the staple of 35mm.
Form the agonistic point of view the 1973 was, for the SWM, the year of the first important victories:
- 1° ITALIAN CHAMPIONSHIP OF RELIABILITY 50cc Perego M.
- 2° ITALIAN CHAMPIONSHIP OF RELIABILITY 125cc Rottigni P.
- 1° ITALIAN CHAMPIONSHIP OF RELIABILITY in team
- 2° EUROPEN CHAMPIONSHIP OF RELIABILITY 125cc Rottigni P.
- 1° FMI TROPHY OF RELIABILITY 50cc Bonatini
- 1° FMI TROPHY OF RELIABILITY 100cc Rosa
- 2° FMI TROPHY OF RELIABILITY 125cc Petrogalli G.L.
- 2° ITALIAN CHAMPIONSHIP OF CROSS 125cc Mori
- 48° SIX DAYS OF UNITED STATES
- 7° ITALIAN SILVER VASE “B” Rottigni, Mercatelli, Laureati, Radici
- 4 GOLD MEDALS Rottigni, Mercatelli, Laureati, Petrogalli G.L
In 1974 the motorbikes of the “Six Days ER/ES” range were further shaped: the staple was realized with a smallest rectangular section of the tubes; the alloy wheels became definitively in aluminium, Akron yellow stamp; the sample became of 35mm and the gas shock-absorber; the Tommaselli controllers were subsequently substituted with the modern Magura. In this way the differences between ER and ES became less and less (shock-absorber and the preparation of the motor), and so to maintain in the list a motorbike even more economic, with the old supply of the warehouse, was realized the new “Regolarità 125 N” with some gold chromatics combinations for the frame, black metallic for the petrol tank and gray metallic for the superstructures; the shock- absorber were the classics A7 Marzocchi, the staple of 34mm, initially, than of 35mm, the trestle was lateral on the left, the controls Tommaselli or Domino old-style; the front wheel was fortify with conical “Grimeca” hub of 125mm (instead of the “country” that was much more expensive) and with a wheel, like the back wheel on which was took up a “Grimeca” drum brake, but with the thread brake. This type of motorcycle would have had a reasonable success thanks to the cut price.
In 1973 alongside of the old building in XXV Aprile 1/3 street in Rivolta D’Adda, an ex factory of footware that became the productive centre of the SWM, was built a new structure that would have lodged the experience department, the race department and the room with the test bed for the motors.
In these rooms was created the future of SWM, the motorbike of tomorrow; how many evenings lost Sironi and Vergani studying and thinking about new solutions ( “sometimes I haven’t seen my father for whole weeks” Mauro Sironi). With the Vergani’ supervision the technicians of the race department, Signorelli G., Petrogalli G.L., Vinci, Ciceri, Trussardi G. and Marinoni A., tried and developped the new solutions; in 1974 on the Vergani’s training motorbike was tested the use of a front disc brake; on the motorbikes were tested some solutions that later would have become standard, like the low expansion pot, the filter of sponge, the reparations on the motors, as well as the springs, the wheels and the frame.
The motorbike had to be the most possible faithful to the standard motorbikes, for the explicit will of the owner; in this way could change only small technical expedients. SWM had always attached importance to his image, creating transport that were stylisticly pleasing, engaging and appealing but also robust, speedy and above all the more accurate to the official motorbikes, unlike the others makes, like Zundap-Java-Hercules and MZ. Moreover they gave prominence to the promotional and publicity form so as to create a direct thread with his customers like “Il Corriere della SWM”, an editorial supervised by the journalist of the sector Ennio Camisacca, that appeared on the review “Motocross” between the 1973 and the 1975, or the courses of preparation for the trail bike of 1974 in the cross ground in Maggiora, fallowed by the first cinematographic’s shooting made by the SWM with the collaboration of the friend and photographer Milanesi.
In the agonistic season of 1974 the most important winning was the victory of the class got by Rottigni at the “Six Days in Camerino” giving satisfaction to many years of engagement and strong work, above all if man thinks that all was gained softly, mocking the Gilera’s team that was sure to win the Silver Vase, ranging transport made with care, laid out and lightened which Gritti with his 125 was the favourite. They benefited of the support of our federation that sure of a victory had put the minor team apart.
The others competitive results of the 1974 were:
- 1° ITALIAN CROSS CHAMPIONSHIP CADETS 125cc Gabba
- 3° EUROPOEAN CHAMPIONSHIP OF RELIABILITY 50cc Radici M.
- 3° EUROPEAN RELIABILITY CHAMPIONSHIP 125cc Rottigni P.
- 3° ITALIAN RELIABILITY CHAMPIONSHIP 50cc Radici M.
- 3° ITALIAN RELIABILITY CHAMPIONSHIP 100cc Comotti A.
- 2° ITALIAN RELIABILITY CHAMPIONSHIP 125cc Rottigni P.
- 1° FMI RELIABILITY TROPHY 50cc Marinoni A.
- 1° FMI RELIABILITY TROPHY 100cc Petrogalli A.
- 2° FMI RELIABILITY TROPHY 100cc Comotti A.
- 3° FMI RELIABILITY TROPHY 100cc Fusar Poli
- 2° FMI RELIABILITY TROPHY 125cc Carrara G.
- 49° SIX DAYS CAMERINO ITALY
- 2° CLASS 50cc Klenk (D)
- 2° CLASS 100cc Petrogalli G.L.
-1° CLASS 125cc Rottigni P.L.
- 3 GOLD MEDALS Rottigni, Petrogalli, Laureati
- 1 SILVER MEDAL Mercatelli
- 1 BRONZE MEDAL Klenk
The 1975 was the year of the big innovations; long since SWM was working at a new chassis, that appeared for in the official competitions for the first time during the Six Days in Camerino of the 1974 in which Rottigni presented himself with a 125 Six Days fortified with central trestle and an extended cradle chassis like a banana in the dinghy’s zone, confirming the validity of the solution that had been taken.
At the beginning of 1975 on the official motorbikes appeared the new drop fuel tank, the high saddle and the new back mudguard that consented a better guide position; The chassis was a further evolution of the chassis that was utilized in Camerino. The first seasonal’s results with the victory of the couple Brissoni-Rottigni at the 12 hours of Ciocco, then the innumerable win and titles conquered that year, reached the apex with the victory of the Silver Vase at the 50° Six Days of the Isle of Man in Scotland.
The first motorbikes with the low pot, the modify chassis in the steering zone, the front junction of the motor and fortify with right side trestle to facilitate the passage of the pot gone back up to the end of 1974. In 1975 started the production of the 175cc, greatly wanted by SWM initially utilized only in an experimental manner by the official riders; on the new motorbikes would have initially utilized
the same preparations of the previous year with the addition of the only conical hubs of Grimeca (125mm O for the 50cc with the posterior of decomposable type and 140mm O for the 100,125 and 175cc still with the posterior decomposable and narrow by five clamp provided). The colouring provided the metallic gray for the bicycle and the superstructure of all the models with the metallic green fuel tank for the 50 and 175cc, metallic red for the 100cc, metallic blue for the 125cc and metallic red/bordeaux for the cross 50 and 125cc. with regard to the fuel tank the translation tool bag made in leather was replaced with a hollow got from the inside of the tank and protected by a small metallic counter. The motors were of B series Sachs’ latest generation opportunely prepared by the SWM technicians and equipped, on the ES series, with carburettor of 24 for the 50cc, 28 for the 100cc and 32 for the 125 and 175cc. Many particulars were produced with the shockproof plastic material, to make them less prone to the topics breaks of the rigid fibreglass: the formerly mudguard, the carter chain, the former number box and the sides, the air box that was supplied with the filter element made with sponge; these models would be named “Six Days B series”.
Towards the half of the 1975, because of the uncountable demands for the official models seen during the competitions since the start of the year and finish the experimental phase, at SWM they decided to produce the new Six Days: 100, 125 and 175cc of the C series (only the 50cc remained unchanged). So were produced the first motorbikes that postponed from the previous for the new undercarriage revised in the gussets on the triangulate of the dinghy that attended to junction for the fuel tank; they postponed also from the two junctions of the posterior mudguard that were slightly bend up, the two long pierced plates that acted as third join for the motor and for the spring of the tank disappeared instead of other two smaller plates; the staple was redrawn putting the shock absorbers in a vertical position. SWM adopted the new drop fuel tank, the high saddle and the new mudguards; formerly, on the ES models, was adopted the new Marzocchi’s staple of 35mm with the sheath in magnesium and was maintained the round light with the oval number box made in yellow plastic.
This model would recived a notable success particularly for his streamlined and innovative line but also for his high technical quality and the optimal drive.
The tests and the experimentations on the new models continued and in occasion of the “Valli Bergamasche” was drown up the prototype of a new 50cc with different undercarriage, saddle group, fuel tank, back mudguard similar to his sisters with a bigger cubic capacity; unfortunately his rider Gagni was forced to the retreat in an impervious place of the way during the first day, forcing him to leave his motorbike in a farmhouse; at the end of the competition’s day, when he returned at the farmhouse to recover his bike, this one there wasn’t … someone thinks that the competition had taken the motorbike to study it because it was a very interesting and innovative transport.
Tanks to the results that it had obtained during the 1975, SWM presented itself at the six days of the Isle of Man lineing up a team in the Vase; the motorbikes, that had formerly tested, had the new and definitive undercarriage with the central trestle, the round cradle with the connection at the banana dinghy and suspensions with a bigger trudge. That would be a triumph, the determination of the SWM’ staff and of the riders (Rottigni-Brissoni in the 125cc and Gagni-Petrogalli A. in the 100cc), the confidence and the collaboration granted at last by FMI leaded up to the conquest of the mythical Silver Vase in honour whereof later on would be named the new models of the Silver Vase series. We must remember the victory of the Italian motocross championship 125cc class from Brissoni in the same year with one of these motorbikes duly prepared for the cross discipline.
Towards the end of the year the requests of the dealers for the new and victorious motorbikes for their raiders of their teams, in fact in SWM were prepared some pre-series already in the 1975. Still in that year fell the biennial appointment with the international fair of the cycle and motorcycle. Which best occasion to underline the glorious conquer and to present officially the new winner models at the six days, besides Sachs had realized the new seven gears’ motors that in their opinion were very powerful innovations and widely publicised.
For the occasion were exposed the winner six gears Silver Vase series and the unpublished seven gears Silver Vase plus a dummy of 250cc, the prototype of a new competition 50cc with superstructure and bicycle derived from the Silver Vase series, the moped in production since de ’74, the prototype of an 50cc off-roader code named “Regolarità Boy”, in addition to the vary economic motorbikes of the “Regolarità” series (now they derive from the Six Days C”) and two models of motorbikes for the children.
In Capriate San Gervaso (Bg) in the “Hotel Cabina”, of the friend Doriano, in occasion of the annual business dinner of the year-end, that SWM used to offer to his workers and to celebrate his riders, the mechanicals and the technicians for the victory of the Silver Vase, was projected the first promotional and professional film that the firm had realised in occasion of the Scottish Six Days, this film was named “La prova più dura”, almost to ward off the evil eye foreseeing the victorious winning post. Still for the same occasion, Sironi Pietro did achieve a copy of the famous trophy conquered and nowadays it looks impressive in his office, with his personal satisfaction because that was one of the many world titles won.
Remember the multiple victorious seasons of the 1975:
- SILVER VASE AT THE 50^ SIX DAYS IN ENGLAND: Rottigni, Gagni, Brissoni, Petrogalli A.
- ITALIAN CHAMPION OF MOTOCROSS 125cc: Brissoni
- ITALIAN CHAMPION OF RELIABILITY TRIAL 125cc: Rottigni
- ITALIAN CHAMPION RELIABILITY TRIAL INDUSTRY TEAMS
- 3° EUROPEAN CHAMPIONSHIP OF RELIABILITY TRIAL 100cc: Petrogalli A.
- 3° EUROPEAN CHAMPIONSHIP OF RELIABILITY TRIAL 125cc: Rottigni P.
- 2° ITALIAN CHAMPIONSHIP RELIABILITY 175cc: Laureati P.
- 2° FMI TROPHY RELIABILITY TRIAL 50cc: Papucia
- 1° FMI TROPHY RELIABILITY TRIAL 100cc Cappellazzi
- 2° FMI TROPHY RELIABILITY TRIAL 100cc Massotti
-50^ SIX DAYS ISLE OF MAN (GB)
- SILVER VASE 1^ ITALY
- GOLD MEDALS LIKE INUSTRIAL TEAM
- 3° CLASS 125cc Rottigni P.
- 3 GOLD MEDALS Brissoni, Petrogalli A., Rottigni
- 1 SILVER MEDAL Gagni
- 5 BRONZE MEDALS
Now we open the chapter of the season 1976 that marks the end of the Sachs motor’s era for the SWM.
With the installation of the tests hall for the motors in the 1973, Vergani could gave vent to his technique and, with his constant research, was successful in obtaining even more power from the six gears motor, also thanks to the Sachs collaboration that, by then, convinced itself of the potentiality of the SWM.
So started the problem for that motor that initially was not planned to hold out that power, but for civil and military using, the passionate know the problem of the gear and of the clutch of the six gears. In the 1974 the Italian firm asked for a new motor decidedly studied for the reliability trial to the Sachs: they needed a more sturdy gear, with seven gears ranged and with the long seventh for the acceleration heats, a clutch with a bigger diameter and more resistant to the prodding, with a modern thermal’s room, with small dimensions and weight developing in the cubic capacity of 125cc, 175cc and 250cc.
Sachs, that already dreaded the intention to reassess his motors, accepted the collaboration and after a study period and planning on the computer, an innovative fact for those years, presented the new motor that doesn’t have nothing to do with the dowry of lightness and reduced encumbrance that SWM asked for (probably being at the dawn of the informatics era, someone had made a mistake in formulating the programmes). By then the trouble was done and the new season was at the gates, the propaganda of the new motorbikes of the 1976, gifted with the innovative seven gears’ motor, was done… so the corporate image had to be protected. We must remember that those years represented the boom of the off-road vehicles, the Vespa’s and the street motorbikes’ era was ended and all the teenagers wanted a reliability trial motorbike. In fact, however they had many defects and not a competitive price, the Silver Vase series was the most produced: more than 3000 pz in two years.
In 1976, the SWM’s production was very vast, infect we can find in the list: the motorcycles of the VP 16 series with the 16 inches radiate wheels and VK 10 series with 10 inches light alloy wheels with tubular undercarriage, carrier and motor box in stamped plate, both equipped with steering lock, telescopic suspension and Minarelli motor of 49,6cc but the first one with pedal start and the second with kick starter; the motorbikes for the children: the Mini Cross 50 with 9 inches wheels and Morini motor S 5k single direct intake gear, the Cross Boy 50 equipped with Minarelli motor P4 CS/KS of 6CV and 4 gears, 19mm carburettor, hydraulic suspensions and 15 inches wheels formerly and 12 inches behind.; the classic 125 economic off- roader named “Regolarità NC” prepared on the base of the old Six Days C; the Silver Vase 6 gears series 100cc, 125cc and 175cc in the ER and ES versions and the new Silver Vase produced only in the ES version that would have had a notable success because of his elegance, competitiveness and robustness equipped with magnesium staple, gas shock absorber and Sachs motor 50 6A GS prepared by SWM; the Silver Vase 7 gears series 125cc, 175cc and 250cc in the ES and ER versions, abreasted in a second time by a version of 250cc (the two motors of bigger displacement would distinguished themselves from the others because of the new emission complex with low expansion convertor with snake form and with a big tinned cylindrical silencer). In conclusion we find the cross series with the 50 Cross on the base of the Silver and very requested, the 125 Cross Replica copy of the victorious motorbike of the Italian Championship of 1975 with Brissoni and the 250 Cross but it had little success.
The motorbikes of the Silver Vase series were all equipped with the new undercarriage, Grimeca’s conical hubs, Magura’s controls, Marzocchi’s staple of 35mm ZT1 Piuma and alloy wheels by Akron for the ES series, traditional staple and iron wheels for the ER; the superstructure were made in plastic with the exception of the back mudguard that continued to be made in fibreglass whereas the front headlight were initially round to become, later on, trapezoidal incorporated at the number cage’s cover.
The colourings respected the standard of SWM with the bicycle and the superstructure in metallic gray, the external carter of the motor were black for the only seven gears and fuel tanks painted with different colourings according to the cubic capacity: tree different tonalities of red for the 50cc, the 100cc and the cross, blue for the 125, green for the 175 and brick red for the 250, all with metallic base.
Although they did not arrange a motor corresponding there to they had found, the technicians of the SWM’s racing were successful in realizing some competitive motorbikes; they lost something in lightness but overall the seven gears gave some new possibilities of development. In this way started the test at the bench and thanks to the wise collaboration between Vergani F., with his experience, and Vinci A., able and meticulous engineer, they reached very good results, even thanks to the advent of the chrome reed’s cylinders and to the new mapping of the decanting, but to the detriment of the consumptions, given that to obtain more horsepower the motor “ran high” and the couple were not
Optimum. The experience and the skill of Mario Fumagalli, the “Mariet”, ex technician of the Gilera’s racing, friend of Vergani and nephew of the famous “Giuanela” of the Gilera’s racing, contributed to realize some motorbikes very reliable and competitive. To contain the weighs they utilized the accessories realized with light league like screws in titanium, several spacer, bottom saddle and fuel tank made in aluminium. Nothing had to be left at the chance, by then SWM joined in the summits of the world motorcycling and if that had benn an ardours challenge, keeping it had to be more difficult now that the eyes of the competition were all pointed.
In occasion of the 51^ edition of the Six Days in Austria, in Zwelteg, with the logistic basis in the namesake circuit, SWM draw up a new team composed by Gagni 100cc, Brissoni 125cc, Rottigni 175cc and Laureati 250cc, committed to defend the title conquered the previous year; besides Marinoni A. 100cc and Sala S. 250cc. the motorbikes were meticulously prepared, to satisfy the complaint of Brissoni, they realized a new front mudguard more broad in the front zone, to protect more the rider out of the mud. In that year, the thing did not go in the best of the ways and the team was placed third.
The competition season of the 1976 concluded with the following victories:
- ITALIAN CHAMPION FOR INDUSTRIAL’S TEAMS
- 3° EUROPEAN CHAMPIONSHIP OF RELIABILITY TRIAL 100cc Gagni
- 2° EUROPEN CHAMPIONSHIP OF RELIABILITY TRIAL 125cc Brissoni
- 3° EUROPEAN CHAMPIONSHIP OF RELIABILITY TRIAL 175cc Rottigni
- 9° EUROPEN CHAMPIONSHIP OF RELIABILITY TRIAL 250cc Sala S.
- 2° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 50cc Gagni
- 2° ITALIAN CHAMIONSHIP OF RELIABILITY TRIAL 100cc Radici
- 1° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 125cc Brissoni
- 2° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 175cc Rottigni
- 3° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 250cc Sala S.
- 1° ITALIAN CHAMPIONSHIP OF RELIABILITY TRIAL 250cc besides Laureati
- 2° FMI TROPHY OF RELIABILITY TRIAL 50cc Uslenghi
- 1° FMI TROPHY OF RELIABILITY TRIAL 100cc Rubin
- 3° FMI TROPHY OF RELIABILITY TRIAL 100cc Savoldelli
- 5° FMI TROPHY OF RELIABILITY TRIAL 100cc Avancini
- 51° SIX DAYS AUSTRIA
- 3° SILVER VASE OF ITALY Gani, Brissoni, Rottigni, Laureati
- GOLD MEDAL Gagni, Marinoni, Brissoni, Rottigni,Laureati