New Italjet Dragster: the return of the “crazy stool”

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Italjet Dragster 50: scooter, 2012, 49 cm³, 95 kg.
Italjet Dragster 50: scooter, 2012, 49 cm³, 95 kg.

Massimo Tartarini doesn't like awkward questions. Especially regarding the production location of the future Dragster. But, gritting his teeth, he still answers: the frame will be Italian, and so will the assembly, although “outsourced” - three hundred kilometers from Bologna, where Italjet’s headquarters is located. The rest of the components - at least most of them - will definitely be Asian. Plastic, brakes, shock absorbers. But the engine... The exhibition copy featured a Chinese copy of the “water-powered Minarelli”, the same as on the Aerox, but versions with both the Piaggio two-stroke engine and the “water” 125- and 278-cc engines of the same brand are planned for production. More powerful devices are also expected to have a 12-inch front wheel, allowing for a more powerful front brake.

But this is for the future. At least by the end of summer. Now we see the youngest model from the line - “fifty dollars”, which is in the photo. This device has already been certified, and sales are scheduled to begin in April (possibly in Russia: the potential importer is already negotiating with Massimo; I won’t say who exactly, so as not to jinx it).

The first thing that catches your eye is a completely new body kit. I won’t say what’s better than the previous one (“the tail” is interesting, but the previous “face” was more charismatic and more thoroughbred), but it’s a fact that overall it looks modern. The dashboard has also been seriously updated, but the steering controls are bulky and have an Asian feel. What’s also striking is the filling neck, which has “moved” from the left half of the “tail” to the tunnel between the legs, immediately after the front monoshock absorber. In the tunnel, the gas tank itself is an ideal solution in terms of weight distribution and handling. But, on the one hand, such castling simplifies maintenance and replacement of the battery, on the other hand, it makes you bow to the traffic jam every time at a gas station. And how can valves be adjusted on future four-stroke versions without dismantling the engine?

The front suspension (at least for now) is left unchanged, as is the steering gear on cardan joints, the wheels are the same as on the 125-180 cc “rocking” versions, and are also entirely borrowed from those Dragster 50s with a Minarelli engine, but the frame has been completely redesigned. The division into “long” and “short” frames is a thing of the past - now they will be unified for all models of the family. The “long” one is taken as the basis, but the main “pasta” are trusses of a larger diameter, and the lower longitudinal ones are spread out to the sides at the back. This greatly reduced the space for the legs (although the heels do not rest against the plastic, but only if you are sitting in civilian shoes, and not in road motorcycle boots), but now any medium-sized four-stroke bike will fit there - even a 278 cc Piaggio, even a 250 cc Yamaha - of course, if you weld the appropriate brackets to the frame and attach the desired “rocking chair”.

The plans include equipping the model with Piaggio engines (50 cc two-stroke, 125 and 278 cc 4-valve), an electric version... And a 12-inch front wheel with a more efficient brake!

The 278 cc engine is still only in Massimo’s plans, but today we see... a good preparation for building a street machine! So all we have to do is keep our fingers crossed so that this plate of minced meat and hot sauce doesn’t turn into a long noodle for our ears. For now, everything looks very convincing - but more on that in the next issue.

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But the device was created for a completely different purpose: to break the record in a quarter-mile race among scooters. But he never appeared in either Santa Pod or Elvington...

It’s unlikely that Marilyn “Marita” Parker could have imagined that her car, more than 40 years later, would mark the beginning of a whole direction in scooter tuning. Then, in 1965, the 22-year-old Englishwoman accelerated to 176 km/h on the Monza track, sitting in a knee-elbow position behind the wheel of a “naked” (but with a windshield), lowered and pumped up Lambretta. And this figure, not sour by today’s standards, was much more important than any stylistic delights. (They say that in one of the races, with more solid fairings, Marita reached over 200 km/h - but this record was not recorded.)

In October 2006, the guys from the workshop on the outskirts of the Scooter-Center post-shop, near Cologne, also least of all thought about the fame of customizers. But thoughts about the record recently set by competitors in the quarter haunted me. Jealousy towards the British from PM Tuning was un-Germanly hot - at least when they told me about plans to beat the achievement by more than a second. Moreover, “on the territory of the enemy and with his own weapons”: in Santa Pod and on a machine also built on the frame and crankcase of the Italjet Dragster 180. At the same time, no writhing: unlike the opponent, the future record holder must be thorough and neat in German.

Cutting off the frame at the rear, radically lowering it at the front, moving the power unit backwards and upwards (installing it directly into the silent bars instead of the usual complex “rocking chair”) - at that time this was fresh, at least for “new-school” vehicles (and Lambretta for drag racing and “ring” Group 6 had not yet traveled outside of Britain). As does the installation of a fiberglass “tail” of ring origin. The one-third completed car, resting on the slipway, appealed to me, a “hückster driver” with experience, a curious layout and design of the converted chassis - but at the same time caused skepticism due to its greater weight compared to the “British” one. Yes, and 10.5 seconds at quarter is a task, even for such a tiny thing requiring well over 40 hp. on the wheel (the “configs” of this motor known to me at that time promised a maximum of 35). “And we’ll fire it up with nitros!” - came the answer. Installing a “bite the raccoon” on a two-stroke is still considered extremely risky to this day due to the already increased sensitivity of such engines to the quality of the mixture, but the peremptory tone of the guys, coupled with the mischievous sparkle in their eyes, left no doubt about the success of the business.

Completed by July 2007, the shell looked militant. Low and long, neat and meticulous in detail, against the backdrop of the writhing that reigned in the then scooter drag racing, it looked like a jet attack aircraft in the ranks of rusty “whatnots” - which was also facilitated by the color (then matte khaki with white stenciled lettering) in the Bundeswehr spirit . And at the same time, there are no hints at an exhibition of the achievements of the scooter center. (A characteristic detail: instead of the most spectacular BGM handlebar with clip-ons adjustable in three planes, there is a modest - and at the same time not offered in the Scooter-Center catalog - but much lighter French Doppler.)

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Driving ergonomics have not changed.
And the passenger... appeared - the thin convex rear seat on the previous model made it possible to carry “ballast” only from the bar to the metro. The new plastic is certainly more modern than the 1996 model. And the rear one is even better. It’s just that the new design lacks purebredness. Driving ergonomics have not changed. And the passenger... appeared - the thin convex rear seat on the previous model made it possible to carry “ballast” only from the bar to the metro. The new plastic is certainly more modern than the 1996 model. And the rear one is even better. It’s just that the new design lacks purebredness.

Text reading time - 4 minutes

“What is meant for you, no one will take.” Italian wisdom.

In 1955, Leopoldo Tartarini, a young and promising pilot and development engineer of Ducati, while competing in competitions, got into a serious accident, which would radically change his whole life and sports career. From the race track, Leopoldo is taken to the hospital, where doctors give him a disappointing diagnosis - a spinal fracture. Prospects quickly emerge - the guy will not be able to walk and will be confined to a wheelchair.

But that's not what the story is about. This is a story about a miracle, about a journey, about creating a fantastic design.

Back in September 1957, a solemn ceremony took place to see off two Ducati workers on a round-the-world trip from Italy to India, Australia, New Zealand, South America, North Africa and again through Europe to Italy. The pilots had to overcome such a long journey of 60 thousand kilometers on Ducati 175 motorcycles, which they prepared for the trip themselves.

During the year of their intensive journey, the pilots managed to survive the most incredible tests, and, given the poor technical development of communications at that time, they can safely be called heroic. Problems with visas, various diseases, driving in sub-zero temperatures and at night, attacks by wild animals in Africa and thieves in South America and many other difficulties. In Syria, for example, due to the civil war, the authorities gave travelers only 24 hours to cross the country (1,400 km). They completed it only 2 hours later than the allotted time, passing their first LJ standard (just kidding). But, despite all the tests of the strength of two iron and two human organisms, the trip ended successfully a year later, and the travelers returned to their hometown of Bologna, becoming national heroes.

Who were these brave guys? One of them was Ducati export sales manager Giorgio Monetti, and the other was Ducati engineer Leopoldo Tartarini... Yes, yes, the same Leopoldo who should have been confined to a wheelchair, but this did not happen thanks to an incredible miracle. Fate gave Leopoldo a second chance; soon after the accident he began to feel his legs, and after a month of hard training he began to walk on his own.

Almost immediately after traveling around the world, the young engineer Leopoldo begins to develop his own enterprise for the production of mopeds with MZ, Minarelli and Sachs engines, which will later receive the proud name Italjet Moto.

Also, the newly-minted entrepreneur works not only on his own projects, but also continues to collaborate with Ducati until the 80s - until Ducati comes under the management of Cagiva. It is important to note that despite all the difficulties of working with Ducati, Leopoldo's ingenious hand left its imprints on many motorcycles of this legendary brand.

The development of our own brand has been rapid and varied all these years. Each bike that came out was a technical breakthrough of that time and (which is what the products of this brand have always distinguished themselves from) had its own unique design. Tartarini invented incredible technical solutions for his motorcycles, sometimes so ingenious that this was a problem in the way of selling such products.

One of the outstanding achievements of the Italjet brand was the Dragster model, produced from 1998 to 2003. It was a high point in design and technical innovation for the company.

A birdcage frame, a curious layout and design of the front chassis, apparently created under the impression of the Yamaha GTS1000 and Kawasaki Nessie II, a single-cylinder two-stroke engine 180 cc with a power of 19.4 l/s at 8,000 rpm (!) (there were also models with an engine capacity of 50, 125 and 250 cc), a step seat and all this is packaged in a space design. Owners of these devices could mainly be found at drag racing championships, karting tracks and mountain serpentines, as well as in workshops and tuning studios. They also liked to say the following about this bike: “It’s very difficult to ride a Dragster 180 calmly through a quiet residential area, but those who buy this bike won’t want to do it anyway.” Italian hooligan, no less!

I remember this model very well, I was 17 years old at the time and I had just passed Category A at a motorcycle school. In my school bag there was always a photograph of a bright yellow Dragster cut out from a magazine; it was a kind of amulet of mine and reminded me from time to time that motorcycles are my passion and someday I will have this exotic motorcycle (call it a scooter) in my garage I can’t turn my tongue).

It seems to me that in order to create such a beautiful motorcycle you just need to do what is destined for you and all your past experiences (racing, serious injury, grand journey, working with Ducati, etc.) will only contribute to this.

Has anyone had the opportunity to ride this bike? What are your impressions? Share.

Next time I’ll tell you about the latest motorcycle in my ideal garage. And if you haven’t read about the other two yet, please follow the links: Suzuki TL1000S and Honda VTR1000SP.

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The main frame pipes (now only “long”) have become larger in diameter.
Production is still Italian. But the shock absorbers are Asian: what can you do, Paioli no longer exists... The main frame pipes (now only “long”) have become larger in diameter. Production is still Italian. But the shock absorbers are Asian: what can you do, Paioli no longer exists...

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The tank and battery have swapped places.
It is now easier to tinker with the battery (which is important for “large” versions that do not have a kickstarter). But refueling will be inconvenient - and you will have to do it more often (the tank has shrunk almost in half!). The tank and battery have swapped places. It is now easier to tinker with the battery (which is important for “large” versions that do not have a kickstarter). But refueling will be inconvenient - and you will have to do it more often (the tank has shrunk almost in half!).

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The dashboard has become more modern, the samovar shine has disappeared from the plastic trim.
But the steering switches are frankly cheap, although the presence of hazard warning and switchkiller buttons is welcome. The dashboard has become more modern, the samovar shine has disappeared from the plastic trim. But the steering switches are frankly cheap, although the presence of hazard warning and switchkiller buttons is welcome.

Spaghetti and bolognese: Italjet Dragster 50

REVIEW – 2021 ITALJET Dragster 200 and ITALJET Dragster 125 – the resounding return of a vibrant legend

A small-capacity masterpiece of Italian design - a shocking scooter with an aggressively futuristic appearance, ITALJET Dragster returns to the two-wheeled market after a 17-year hiatus. And he was not forgotten, on the contrary, he was greeted as warmly as possible. This was eloquently evidenced by the excitement at the ITALJET stand at the Milan motorcycle exhibition EICMA 2021. The new scooter appeared before the public in two variations - with a 125 cc, almost 15-horsepower engine, fitting into the European category A2, and a 200 cc power unit with a capacity of 19. 8 l. p., completely justifying the “evil” design of the Italian mini-monster with its dynamism.

A little urban badass with a lot of charisma, the 2020 lineup retains the styling concept that the Italians discontinued the Dragster with in 2003. The ITALGET scooter proudly flaunts a powerful trellis (birdcage) frame, woven into an intricate brutal pattern of chrome-molybdenum pipes of different sections, reinforced with cast aluminum plates.

The intricate pendulum front suspension still attracts the eye, and the massive grille in the front end hints at remarkable power relative to its class. And yet, the ITALJET Dragster has been transformed for 2021, and perhaps this is due to the proximity of the assembly line to the DUCATI plant in Borgo Panigale - the scooter received expressive optics, in which many found similarities with sports bikes from the Italian stable, as well as stylish minimalism in the plumage, which has become a trend in the class of top street fighters.

New ITALJET Dragster 2021

2021 ITALJET Dragster 125 and 200 cc engines

With the update, the daring scooter received two new engines at once. The first unit with a volume of 125 cm3 is suitable for riders who are starting to master two-wheeled equipment, or for lovers of calm, measured riding within the city. It is not known, however, how to combine a leisurely ride with the groovy image of a scooter. Despite its modest volume, the small heart is capable of delivering 14.9 power and 12.5 Nm of torque.

The power characteristics of the 200 cc engine of the new ITALJET Dragster look much more fun. The heart of the top scooter produces 19.8 liters. With. and 17 Nm of torque, while the engine develops the indicated power already at 8,250 rpm, which, in comparison with the 125 cc version, which must be turned up to 10,000 rpm to reach peak, promises significantly greater pickup and elasticity.

The 125 and 200 cm3 engine versions differ only in the diameter and stroke of the piston: in the first it is 58 x 47 mm, and in the second it is 63 x 58 mm. Otherwise, both units are absolutely identical - four-stroke, single-cylinder, with four valves per cylinder, liquid-cooled.

Almost naked ITALGET Dragster engine

Both versions - ITALJET Dragster 125 and ITALJET Dragster 200 - are equipped with the same V-belt CVT with centrifugal automatic clutch.

2021 ITALJET Dragster chassis

Not only the design of the Italian scooter is original - the Dragster has a unique design of the front suspension on a one-sided cantilever arm with a pivot joint. The lower lever performs the main power function, and the upper one is both a stabilizer and a steering drive, which is completely independent - thanks to the system of joints and hinges, road unevenness is not transmitted to the steering wheel, providing the rider with the highest level of comfort. The front gas-oil shock absorber is installed with a maximum offset to the center of mass of the scooter, so the suspension has a high energy intensity. Like the rear one, it has adjustable stiffness.

2021 ITALJET Dragster Front Suspension

The brakes on these outrageous scooters are implemented quite interestingly. With the same hardware - 240 mm discs for the front axle and 175 mm for the rear with Brembo calipers - the ITALJET Dragster 125 has only a mechanical auxiliary system CBS, and a full-fledged ABS is already installed on board the ITALJET Dragster 125.

With a weight of 108 kg for the 125 cc version and 112 kg for the 200 cc engine power reserve and specific brake force, it is enough for the ITALJET Dragster scooter to become an aggressive city lighter in capable hands. The main trump cards of a defiant vehicle and an adrenaline rush are top-end technical characteristics and a bright, unique and memorable design that other manufacturers are unlikely to risk repeating. Tailored as if for professional racers, ITALJET Dragster opens a new class of small-capacity vehicles - Urban Superbike.