This complex choice proved totally useless if not counter-productive, but having already produced a number of parts for this solution and in order not to have to throw away some fifty tanks, the mechanics’ imagination was given free-rein and they suggested this modification.
It was a good illustration of the care which was taken in the design phase – care and research which we can see in the high quality Ceriani rear dampers, almost the same red fire colour as the engine but with white colour springs.
The mudguards were in sheet metal as was the ample chain guard: the use of fibreglass was limited to the race number plates while below the seat there was a useful tool-space.
The rear wheel was 18 inch and the front 19 inch, mounted on large and efficient aluminium hubs. Front shock absorbers were not yet up to the requirements of an off-road bike but it was a strong and robust machine with a powerful aggressive heart which immediately found favour on the market.

On the occasion of the ‘Valli Bergamasche’, the most severe event but also the best for testing the quality of the new motorcycle, six 125cc models were entered and entrusted to Sandro Dall'Ara, Giuseppe Signorelli, Giovanni Collina, Claudio Bergamelli, Titta Cadei and Pietro Rota while another four 150cc models (58 mm x 54 mm,  13 cv at 8.500 rpm, carb. Dell’Orto 22 mm), were given to another four riders, Gapin, Beltramelli, Coilbaut and Mouvet.
 None of the French riders finished and only four Italian riders finished in classification - Giovanni Collina finished 27th, Claudio Bergamelli 48th, Sandro Dall'Ara 49th and Giuseppe Signorelli 53rd. The 150cc models were commissioned by the French importer and purchased through Couturier establishments before being transformed into trials bikes, a sport which enjoyed great popularity ‘beyond the Alps’ in those years.