EX-WORKS

MECATECNO FIRST LOVE

A phone call from our good family friend Carlo Ramella opened with an invitation to his summer chalet in the Alps to have a weekend together and to ride one of his numerous classic trials machines in this beautiful, exposed area. I have already ridden some of his fabulous machines, which, before knowing Carlo, I would never dreamt about having the chance to ever put my hands on. The first one was the legendary Sammy Miller Ariel GON 786; the sister machine GOV 132 lives in his superb museum in Great Britain. Having won the trust of Carlo for not crashing his Ariel, which is worth a fortune or any of his other machines in his vast collection that I have ridden, we initiated a long friendship and a unique chance to try and enjoy riding many other rare ex-works trials motorcycles. As usual, the question on the phone was which machine to test next. Carlo proposed many motorcycle names before he mentioned a Mecatecno; I was all ears. You may wonder why my choice was easy this time. The reason is very simple, the first trials machine my father bought me was a 50cc Mecatecno’ Alevin’. I still have this machine in my garage, and despite having had many offers to sell it, I keep it for sentimental reasons. You never forget your first love, do you?

Justyn Norek Jnr still has his first trials machine that his father bought him, a 50cc Mecatecno ‘Alevin’.

Heavily influenced by the Austrian Rotax rotary disc valve, Mecatecno designed their own version in-house; literally a brand-new engine. Small holes had been drilled by one of the previous owners to shave some weight off the machine.

It has a forward-motion kickstart lever to start it, just like the Fantic 300

Established in 1979 by three ex-Derbi motorcycle employees, Jordi Rabassa, Joan Ruig and designer Ramon Mira, the Mecatecno Company first started making children’s motorcycles which grew over the years into an extensive range with a young target age group. In 1981 they produced a prototype twinshock trials machine using a modified Minarelli engine. This was followed by a larger capacity engine series of machines such as the MR we have on test, followed by the Dragonfly and finally the Skywalker models. Carlo Ramella takes up the story of how he acquired the Mecatecno MR 326 trials model.

“In 2012, I had exchanged some letters with a gentleman, Mr Figol, who was a Spanish collector of motorcycles. He advertised that he was selling a Honda RTL 250, something I was very interested in and had been looking for over a long period of time with an intention to buy this great machine. During intense negotiations for the purchase of the Honda, Mr Figol had mentioned that he also had in his collection a rare ex-works Mecatecno MR 326 that had been used by the factory riders, including Ronald Garcia and Albert Juvanteny. Hearing this news, my adrenaline level rose, which increased further as he told me more about the machine. I was thinking he really has a Mecatecno MR 326 – a very rare and an early model still with drum brakes yet equipped with mono-shock suspension at the rear! The problem was he did not want to sell the Mecatecno, only the Honda RTL.

After a long but friendly conversation showing how we were both very keen about trials machines, I managed to convince him to sell me both the Mecatecno and the Honda RTL. We both ‘shook hands’ over the telephone, and the deal was done; now I just had to organise picking up both machines, which were in Andorra!”

Riding over the rocks the Mecatecno was very happy in this natural environment.

ROAD TRIP

“I decided to make the road trip during the Easter Holidays as I planned to take in a visit to Barcelona with my girlfriend and then to Andorra to pick up both of the machines without saying anything to her in advance, leaving this as an Easter surprise.

“One evening in Barcelona at a restaurant I told her about the change in the holiday’s plans, surprisingly she accepted this modification, knowing my passion for motorcycles! So the next day, we arrived at the destination and met with Mr Figol, who took us to his garage. It was like an Aladdin’s Cave of rare motorcycle treasures, a real feast of classic Spanish motorcycles, both road and off-road. Everywhere I looked, a McLaren Suzuki caught my eye, early Bultaco, Montesa and Ossa machines and numerous Hondas; I had to remember to keep my money in my pocket! We spoke about the machines for quite a while before I paid the agreed amount of money, and I happily loaded both the Honda and the Mecatecno into my Renault Espace and started on the trip back home. I was excited to get back home and only stopped one more night while on the road, and I was lucky to find a hotel with a locked garage, so we slept well knowing the treasured machines were well hidden and protected.”

THE REAL DEAL

“After arriving home, I excitedly called my good friend Pippo Bartorilla, inviting him to see the two machines I had purchased. A little time was spent confirming that the Honda was the correct model I wanted before we moved quickly to the Mecatecno. We examined it in every detail, and to be honest, we were both so excited, I gave it a strong kick forward. Whilst this appears a little strange at first, I was used to it as I have a Fantic 300, which used the same forward motion to start it. I was like a child in the sweet shop; it sounded quite well with the engine starting quite easily. It was so original, just like the one I remember Juvanteny and the other team riders using in competition, with one small exception, which we both noted. There were some small holes drilled to shave some weight off the machine, which had been carried out by one of the previous owners. What amazed me though was that in the passing of close-on 40 years, it was still so original. I went to my bed that night a very happy man.”

What impressed Justyn the most was its engine power; so tractable and producing good strong torque on low engine revs.

1985: Gabino Renales (ESP) in the Spanish FIM World Round. 1985: Ronald Garcia (ESP) – As you can see, the engine was quite bulky.

SOME MACHINE

Justyn Norek Jnr: “We arrived promptly at 9am to be met by Carlo and Pippo (Bartorilla), who had already prepared the green machine for my test ride. It stood very proud in the early morning sunshine; in my opinion, it looked so beautiful and functional. My excitement overtook me as I immediately jumped on the Mecatecno, still with my jeans and trainers on. With the machine still silent, I reminisced about the wonderful world of the Spanish machine.

“The engine mass hits you straight away; it was heavily influenced by the Austrian Rotax rotary disc valve from which the team designed their own version in-house, literally a brand-new engine. It was a very brave move by such a small company to decide to construct their own engine rather than buying in a ready-built solution, but this was the path they took. It has a short-stroke, large capacity engine, which offered easy revving and good torque at the turn of the throttle. The cylinder barrel, head and crankcases were cast in aluminium, with lighter magnesium used for the outer cases. The cylinder had a steel liner to allow for re-boring, and used a Gandini piston. The forward kickstart was similar to the Fantic design, with the ignition from Motoplat. The frame is still one of the most distinctive features of the whole machine, with the engine being slung from the cylinder head, and it uses only the rear mounts of the crankcases for its location. The aluminium sump protector is attached to the underside of the engine and at the frame supporting the swinging arm. Its exhaust system takes an unusual route up and around the cylinder, where it is tightly tucked in with the position of the exhaust, which effectively shrouds the engine finning.”

LET’S RIDE

“We planned to ride soon then have lunch together and then, in the late afternoon, to have a photographic session, searching for nice never-photographed spots around the picturesque Puy ski resort village in the Alps. I put my riding gear on while my father prepared our Nikon D4, ready for shooting the pictures. I didn’t even need to check the tyre pressures as my minder/mechanic Pippo assured me he had checked and lowered them to my preferred pressures!

“As is the norm from a large-capacity single-cylinder engine of this era, starting from cold requires a fair bit of effort on the forward-motion kickstart lever. It gives you a full swing without risk of contact with the footrest compared to other motorcycles.

“Sitting at tickover, it gives an awesome deep throbbing sound, hinting of a megapowerful engine down below, but happily, this is an illusion as the power delivery is smooth and very manageable.

“The first hazard I found was a steep downhill entry into a stream bed, so you immediately get an impression of just how good the brakes are working. I must say I was pleasantly surprised as I am used to the more powerful disc brakes found on my four-stroke Montesa Cota 4RT. Straight away, I felt at home on the Mecatecno, and I was soon riding very

1985: Riding in Great Britain in the FIM World Championship is Salvador Garcia (ESP)

It looks quite tall and is physically a large machine. naturally, over the stones and rocks continuously washed by the mountain stream. Pippo and Carlo, who had watched me from the wooden bridge, were waving to me, so I turned the machine and rode up a steep uphill climb opening the throttle. It scrambled up easily, showing me its power and grip. And to be frank, in the past, I sometimes had difficulty with reaching the top with feet on footrests, even on a modern machine.”

NEAR PERFECT

“The handling was near perfect for me, and I enjoyed my ride immensely, pushing the limits of the Mecatecno all the time. I attempted some bigger hazards, riding up the river, selecting bigger rocks and steps. Despite its physical size, it was very easy to make a quick change of direction. What impressed me the most was its engine power, so tractable and producing good strong torque on low engine revs, yet it was ready to wake up quickly when I needed to lift the front wheel over obstacles or attack the steps.

“With a modern concept, the rear suspension and the movement were very good at giving rider feedback, complemented by the excellent front suspension. This very good handling, together with the rotary disc valve engine, gave me a very confident feel. It does sometimes feel a little heavy, but then again, I am more used to riding a modern machine.

“How would I conclude this test? I think the best way is to use the Mecatecno marketing slogan: ‘Traction, superb traction, is MECATECNO’s great attraction’ enough said!”

Thank You, John Hulme: “It’s always a pleasure to make contact and receive words and pictures from Justyn Norek and his family and, of course, Carlo Ramella and Pippo Bartorilla. I last saw Justyn Norek Jnr in person at the 2019 Leven Valley Two-Day Trial; I hope it’s not too long until we can share a nice glass of red wine again!”

1985 MECATECNO MR 326

SPECIFICATIONS

ENGINE: Air-Cooled Single Cylinder Rotary Disc Valve; Capacity: 325.9cc — Bore and stroke: 70mm x 77mm; Carburettor: Bing 84 and Dell’Orto PHBH 28 Ø BS; Gearbox: Six Speed; Ignition: Motoplat Electronic. CHASSIS: Steel Tubing with Suspended Engine – Aluminium Sump Guard; Rear Subframe and Swinging Arm in Aluminium; Front Forks: Betor; Rear Suspension: Progressive System with Single Shock Absorber; Brakes: Front and Rear Drum Type. DIMENSIONS: Weight 96kg; Wheelbase 1,320mm; Overall Length: 2,000mm; Ground Clearance 340mm;

Fuel Capacity 4.5 ltr.

CLAIM TO FAME LLUIS GALLACH

Spain’s Lluis Gallach has worked in all areas of trials, from a young world championship contender, world round winner and development rider to minding for Laia Sanz and Albert Cabestany. In the present day of 2022, you will find him with the Scorpa & Sherco teams. Lluis was born in 1963 in Santa Cecilia of Voltrega, Spain, a small town close to Vic and the capital of the region of Osona, an area in which motorsport and trials are so prominent. Lluis would be no exception, and he presented them with two Spanish national championship titles, three second places and two third place positions, as well as a career in the world championship events. It has been and continues to be a provider of trials talent. This area of Catalonia can boast of having many riders at the top of the FIM Trial World Championship.

1983 would see full factory support gained from Montesa. The Gallach family lived in the perfect area for motorcycle trials and, by a coincidence of life, Lluis attended the 1979 Barcelona Indoor Trial. He won a Puch Minicross in the raffle organised to find the magazine ‘Alone Motorcycle’s rider of the year. He purchased his raffle tickets, and his number was the one that won; who would have ever thought he would compete in the event years later?

The small 150cc powered machine, along with an old motorcycle of his brother’s, were part-exchanged very quickly for one of the new blue Bultaco Sherpas. With that machine, he began to take the more serious steps of competition.

On his way to his ‘Claim to Fame’, he would ride one of the early 200 Fantics before Montesa talent scouts spotted him. Through another local motorcycle shop, Vic Motorcycles Portus, he received support with the loan of a new Montesa Cota 350cc.

Still supported by Portus, Lluis and his new team-mate, another Spanish trials hero Toni Gorgot, also received some support from the factory.

In 1982 he achieved third in the national championship and came second the following year, behind Gorgot. In this same year, he participated for the first time in the Indoor at Barcelona, finishing in a superb third place behind world champions Eddy Lejeune (BEL) and Bernie Schreiber (USA).

FULL FACTORY

1983 would see full factory support gained from Montesa, but with the well-documented problems in the Spanish motorcycle industry, things did not go too well. In 1984 he joined the new Merlin concern. His good friend Joseph Paxau had begun to work with the owner of Merlin, Ignacio Bulto, and they produced a machine Gallach still has fond memories of. Two consecutive Spanish championships, winning five events in each season, were just rewarded for his efforts.

In the world championship, he finished seventh in both 1984 and 1985, his best result a fourth in his home round despite having to organise his life around attending the compulsory national service in the Army.

In 1986 he returned to Montesa enthused by the new Cota 335, although this did not give him the results he expected, and he lost his national title despite winning a round.

It was hoped that signing for Mecatecno in 1987 would give him new motivation and drive after the poor season with Montesa. On the new and revolutionary ‘Dragonfly’ model, Lluis blew away his rivals to take a very memorable win in his home world championship round held in San Llorenc of Morunys, his best ever world round position. In a very tough competition, the majority of his rivals were excluded on time, but he kept his eye on the clock to take the win.

1987: Luis Gallach in the FIM World round in Belgium.

1987: On his way to winning in Spain.

1987: Watching the clock took Lluis to the FIM world round win in Spain.

NEW IDEAS

Some older riders will recall the Montesa Cota 349, with a strange fuel tank with very reduced dimensions, an aluminium tank that was used for certain countries, including the UK, which had a fibreglass cover. Lluis noticed one of these fuel tanks and decided to make his own smallcapacity one to reduce the dynamics of the machine.

In his years spent at Merlin with Joseph Paxau, they both agreed that lowering the centre of gravity for the fuel was the way to go with development. By achieving this, you would also increase the steering lock on the machine.

Trials machines for one-day events need very little fuel, and so they followed this idea. Paxau, somewhat sceptical, said that he needed to see it in the sections to believe it could work. Lluis prepared a small bottle containing fuel, and the next morning he mounted it, placing it low on the machine and removing the original fuel tank, and completed the trial. Now convinced, Paxau prepared a hand-crafted fuel tank in aluminium which was tested and before long, a fibreglass one was made and fitted to the machine, which would later make production.

The same thing happened with the Mecatecno’s development as Lluis asked again for a narrower fuel tank and continued the same strategy he had used with Paxau until he managed to convince the owners. It was not as easy to replicate on this machine, but eventually, they could see the vision of how it could work. This is the history of the strange design of the tank of the Dragonfly model.

Over the following years, fuel tank design would change the look of the modern trials machine, all thanks to Gallach and his new ideas, a lovely man who always enjoyed the sport of motorcycle trials.