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For 1982 the aluminium monocoque chassis, designed by Eugenio Lazzarini for Garelli's 50cc racer, was adopted on the 125cc twin, replacing the old tubular steel trellis frame; the engine though, remained essentially as it had been during the Minarelli days. It would be an untroubled transition for Nieto, the Spaniard dominating proceedings as he had done in 1981, winning six races and finishing the season as World Champion with 111 points. Lazzarini came 2nd with two wins and 95 points.
Jan Thiel on Garelli:
"In 1980 I was working in Bologna, for Minarelli, when Eugenio Lazzarini came to me, asking if I was interested in working for Garelli to make a new 50cc. I had a contract with Minarelli which lasted for 2 years and so I could not go. I was very interested as I was working for Angel Nieto who was a good friend of mine, and fortunatly, still is". 
As an introduction to the story Garelli, at the end of 1981 strengthened its racing department by eventually recruiting Jan Thiel, the Dutch engineer and two-stroke engine expert, who had already enjoyed Grand Prix success with Jamathi, Piovaticci, Bultaco, and Minarelli. At the same time Garelli concluded an agreement with Minarelli for the supply of engines for its 125cc road range, and at the same time acquired the assets and staff of Minarelli's racing department, including its star rider, Angel Nieto. Thus, at a stroke, Garelli acquired a competitive machine and rider for the 125cc class, Nieto having won the 125cc World Championship for Minarelli in 1979 and 1981
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So to begin with, when Garelli, in the early eighties, decided to enter the 50cc class, they employed two Italian engineers, one of them was named Ing. Mariani, to make this new 50cc. They made the first engine with a side exit exhaust rather than from the front of the Barrel, but the sand cast engine did not see further development as it never went well and always broke down, I was later told that they did not manage to complete even one lap of the Monza circuit. I don't know exactly why, because I have never seen the engine nor have I ever spoken to Mariani. The complete aluminum-monocoque rolling chassis was designed and made by Lazzarini in Pesaro".
The following gallery gives an indication of the Ing. Mariani engine and is the sum of all the information that I have been able to find.
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"The working collaboration between Garelli and Ing. Mariani came to an end which unfortunately needed to go to an industrial tribunal for satisfaction". 
At the end of 1981 Minarelli sold their racing department to Garelli and I was asked to join Garelli which I did. The deal could also include the 50cc Minarelli if I wanted,the choice was up to me. But the Minarelli engine had the rotary valve on the side of the primary drive so you had to takeoff the clutch and primary cover when experimenting with valve timing, which I didn't like so much. For the rest it was a good engine, giving 21 HP."
"At Garelli they had already carried out about 50% of the work on the crankcases for two new engines. I would have liked to have made a completely new engine but there was not time enough for this as it was already January 1982 with the first 50cc race at the beginning of May and we also had to prepare the 125cc bikes for their first race at the Argentinian track in March".
"With my joining Garelli,  we had to prepare the racing department in Milan and find some mechanics who would join us. So there was a lot to do and very little time. I proposed to prepare the 125's in the Minarelli racing department, working with the Minarelli mechanics who of course knew the bikes very well. Garelli would find some mechanics who would also come, as soon as possible, to Bologna to help with the work. The cylinders for the 50cc Garelli that we had started work on were made at Bologna using a mix of Minarelli casting moulds".
"The pair of 125's were sent to Argentina from Bologna but after the race they were returned to Milan where the team had prepared our workshop in the meantime." "We won the race in Argentina so Garelli won their first ever Grand Prix, a very good beginning".
"I had decided to use the Garelli crankcases which I had modified a bit, I had my own crankshafts made by Hoeckle in Germany and some different gear ratios made by Cima in Italy. The completed engine ran for the first time on the dyno one week before the first 50cc GP at Jarama. When the mechanics were finished preparing the 125's for Jarama they thought they could go home but I asked them to stay to finish the 50. We worked all through the night and on until 10 o'clock the next morning, a long time but the bike was finished". 
"In Madrid we came in second which made the Garelli people very happy"! 
The second 50cc race was the week after Madrid. Looking at the bike during its last race I was thinking the frame/fuel tank was a bit high and the fuel capacity maybe too big. So we decided to make it lower, and we also decided to make a new, lower and narrower fairing. One of the mechanics, Elio Bagnoli, was very good at sheet metal working and he made a new fairing out of pieces of the old fairing and steel plate in about two days. Then a mould was made by a specialist firm and from that they made the new fairing which was finished on Thursday evening. So Friday morning we were 
"We also had to prepare the 125's of course, so there was no time to work on the 50cc engine, we only changed the connecting rod and I discovered that, in Madrid, the big end cage had broken. So we had been very lucky to finish the race there! In this race Lazzarini was first off the start and going away from the second placed rider, Doerflinger, but 
"To resolve this problem we changed manufacturers from FAG to INA bearings and after that had no more problems. The next race was at Assen where we were second behind Doerflinger, I think we had some detonation problems there. After that there were 3 more races in the 1982 season all of which we won. So Lazzarini and Doerflinger each won three races out of six but Doerflinger had three second places against our two, unfortunately the Misano retirement cost us the world title."
1983. "Doerflinger won the first race at Le Mans and we had a lot of problems during practice. We also had problems with the 125's, a really bad and miserable weekend, but we came in second. The next race was our home GP, at Monza. In practice we had a problem and we had to work until 2.30 in the morning to prepare our bikes. We also welded our friend Doerflinger's swinging arm which had cracked. In the race Doerflinger punctured and we had an easy win. At Hockenheim Doerflinger beat Lazzarini by 0,4sec. and in Jarama we again won without problems."
"Then came Yugoslavia. On Friday Lazzarini crashed in practice with the 125 and could not race. The only solution to prevent Doerflinger winning the race was to give his bike to someone else, but who would be able to ride our bike and beat him? Tormo, I thought!" 
"I could not understand this because I had calculated the fuel consumption in the usual way which had never failed before this meeting. We only discovered the cause when we came back home: a small fuel leak in the chassis/fuel tank had developed during the race, This was a disadvantage of the monocoque construction. Lazzarini made a very fast recovery and was able to ride at Assen, we prepared a second bike for Tormo to try to beat Doerflinger into third place, but our second engine was not so good as the first one, so he came in third."
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The Ign. Mariani engine as it is today
"As a result Lazzarini then thought that the solution would be to make an engine out of solid aluminium material, using the Kreidler inner parts, he had won two world championships with Kreidler engines and he knew that the original crankcases were too weak and were prone to cracking on occasions and the bearings would then start coming loose. This option did not work well and an alternative was sought".
"Now both Lazzarini and Doerflinger were on equal points, so which ever rider won the last race at Imola would be World Champion. There were two month's between Assen and Imola which would allow us to fettle the 50cc and have it race ready, but we also had to go to the 125cc Grand Prix's, which were actually the most important for the factory."
"In August the factory closed for two weeks holiday and I remember very well working all alone, for two weeks, trying to make the best engine I could, testing various cylinders, exhaust pipes, carburettors, then changing all the bearings and then finally testing again with the new bearings so I was absolutely sure I had done everything I could. But Lazzarini crashed in the  Saturday practice, so we had already lost the championship before the race had started."
"Tormo, with his skill and determination, won the race for us with a very big advantage, he even stopped during the last lap to salute some of his Spanish supporters and still won with a 46 seconds advantage. So that was the last 50cc Grand Prix that we won, but it left me very disappointed! It was also Tormo's last GP victory."
"The Garelli 50's last race was at Misano in 1984 when we competed with it in the first 80cc race which Lazzarini won with a new 50cc lap record. We even thought about continuing in the 80cc class with it, we had a crankshaft made with a longer stroke in order to use the 125's cylinder but we never even tested it on the dyno as the Garelli management decided against it. They wanted to make a 250cc. In its last version the Garelli engine had an output of 21.5 HP and we used a 29.5 mm carburettor." Jan Thiel 2009.
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All the Components of the Garelli Grand Prix Engine
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This is the 125cc engine but it shows the location of the induction in the same position as the 50cc.
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1982 the Garelli under preparation on the bench in the workshop in Milan
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1982 Jarama - first race for the Garelli 50cc with a Jan Thiel assembled engine.
We started the engine, checked that everything worked and put it in the truck, so the bike went to Madrid without any testing at all".
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at Misano with a better bike."
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this timewe were not so lucky and the big end seized halfway through the race."
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The 1983 version of the Garelli 50cc Grand Prix Pacer.
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The Braking System on the 83
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The 1983 Garelli of Eugenio Lazzarini
1983 MONZA Eugenio Lazzarini
Lazzarini the Winner of MONZA 1983
Lazzarini and the Garelli taking the Flag MONZA 1983
"So I went to talk to him and he agreed. He tried the bike on Saturday, but said he would like to have the gearchange on the other side of the bike. We tried to do this but it proved impossible to do with the limited means we had at the circuit. So he had to start with the gear change on the wrong side. In the race he was first with a big advantage on Doerflinger until he retired on the last lap through lack of fuel!"
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1983 - Ricardo Tormo at the Yugoslavian Grand Prix
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1983 Hockenheim Lazzarini
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The Garelli Engine of the 1983 season mounted in Tormo's bike showing the reversed gearchange"
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1983 Imola Race Circuit the Garelli of Tormo powered by the Jan Thiel Prepared Engine 
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Tormo at Imola
"The last 50cc Grand Prix ! The Winner was Ricardo Tormo who achieved an average speed of 128.298kmh at Imola!"
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Although not a "50" we should not ignore the work put into the Garelli 125cc, over the same period, by Jan Thiel. The following is taken from a Bonham's catalogue posted on the web and I hope used with their understanding. 
The machine offered here represents Garelli's 125cc twin-cylinder Grand Prix racer, as campaigned during 1983/84 by Nieto and Lazzarini, and like the '82 design features mechanical anti-dive on the front forks. Nieto was in dominant form again in 1983, winning six of the 12 races on the calendar and finishing as World Champion with 102 points. Lazzarini took one win, finishing 3rd in the Championship with 67 points. It was pretty much the same story in 1984, Nieto claiming six victories on his way to a 13th and final World Championship, though on this occasion Lazzarini finished 2nd.

Old racing motorcycles are difficult to date with total accuracy, as few finish a season in exactly the same specification that they started it. This particular machine is a case in point; it carries a fairing with livery seen during the 1983 season yet has the NACA side ducts more commonly associated with the 1984 design; the front fork appears to be a Ceriani, which was fitted from 1985 (replacing Marzocchi); and the swinging arm carries a DID sticker, yet Garelli appears to have first used this make of chain in 1987!

This actual machine is featured on page 148 of 'Agrati Garelli: 80 anni di storia' by Daniele Agrati and Roberto Patrignani. Unfortunately, is not known who rode it or what results were achieved.
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Circa. 1983/84 Garelli 125cc Grand Prix Racing Motorcycle Frame no. AG-125GP-005 IT
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