The fact that five different selectable positions above and four below were provided for, a total of 20 different options, was seen as a unique merit, however in hindsight it showed a lack of knowledge in prevailing trends.
After a few years of testing, it was therefore found that it was simpler to pre-empt the optimal position and the curious butterfly nut appearing on the frame were thus removed. Removing the rear wheel the brakes and crown remained attached to the swing arm.
Conical hubs with front 140 mm drum brakes and in the rear 160mm drum brakes.
The greatest innovation though, was the complex Rotax rotary engine: a handsome single cylinder of 123,4 cc (54 x 54 mm), with a compression ratio of 14:1 and power output of 23 hp at 9.000 rpm.
A 32mm Bing carburetor, wet multi-disc clutch, six speed gearbox with front mountings and magnesium covers completed this work of art.
The Frigerio brothers were the first to start using the Rotax engine and this gave them a certain advantage on their competitors especially in the beginning. Later Rotex began to widely distribute its engine to all manufacturers and even this small advantage was lost.
These were good motorcycles, able to compete relatively well for a market share, but not with a high enough performance to be able to compete with what the international market had to offer.
This fact is also evident in the sporting arena, where their performance was always mediocre; with fairly good finishes, but far from any podium positions.
At the Valleys of Bergamo the best finish was achieved by Sergio Belussi, 6th in the 175cc class, followed by Sergio Pesenti and Carlo Paganessi, 7th and 8th respectively in the 250cc class.
Also at the Six Days the best finish was by Sergio Belussi, once again 2nd in the 175cc class.
Despite the high cost, in the first year of business a fairly good commercial success was achieved and 300 units were made.
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