| Action | Result and method |
| 1. Lighten the flywheel | It is possible to reduce the weight by half. This gives better acceleration and gearchanging, at the expense of smooth running. See also the article on the D4V by Aad van der Valk (below). |
| 2. Twin-plug the head | Use a 10mm spark plug to clear the rocker box. The ignition timing will need to be retarded - a guideline is to set the static timing (no centrifugal advance) to 0 degrees instead of the standard 10 degrees. Use a twin-output coil from a 2CV to fire the plugs. See picture. |
| 3. Big bore | Rebore the cylinder and use a 92mm piston (Teo Lamers' part number 100605040092). This gives a capacity of 545cc and will raise the compression ratio of the standard cylinder head to 7.39:1. 580cc is also possible, which requires a 95mm piston (which must be close to the limit for cylinder liner thickness). This would give a compression ratio of 7.81:1 with the standard head. |
| 4. Lighter valves | Swap the valves and guides for ones with an 8mm stem (10mm standard). These are lighter. |
| 5. Big carburettor | Try a 30mm VHB Dell'Orto from a Moto Guzzi T3. The starting suggestion is to use 55 and 140 jets. |
| 6. Raise the gearing | Standard is 16/35. There are 34 and 33 tooth rear sprockets listed. You may need to have a sprocket made to go to 31 or even 30 teeth. Increasing the teeth on the engine sprocket may cause the chain to foul the swinging arm. |
| 7. Push it off a cliff | Excellent one-time-only top speed. |
Moto Falcone used to offer a package of tuning measures. They did a 570cc big bore, and a twin-plug head. They also used to convert the head to lead-free using 8mm stem valves and offer a modified camshaft. Finally, they lightened the flywheel. They have now closed down, but the ideas are still sound.
Tuning article from Aad van der Valk
Minus de Vries is an experienced tuner of Nuovo Falcones. He was the owner of a Motoportbikeshop in Wormer which is now run by his sons because Minus is 65+ already. Some years ago he saw a Nuovo Falcone and some ideas were born. He went to Italy and bought a couple of old, rusty not running NF’s for a few hundred pounds.
The photo, was made by me on the 25 anniversary of the MGCN and at that time in 1997 I did not know then that should met Minus a little later. It looks like a NF but I can asure you that perhaps two or three screws are still original besides the hardware on the OUTSIDE of the engine. Minus was willing to tell so much about the machines (there were three of them .) that it is a pleasure to just listen to this impassioned man.
He showed us, for example, the weight of the machine. He put a scale under the front wheel and under the rear wheel and together the result was ... 120 kg! This is nearly 100 kg less than a standard NF.
At that time he had just reworked the machine and was a little surprised himself too.
After some time he revealed the secrets of his ability’s. Everything but then he meant everything had been close-looped to reduce the weight. He showed me a crank-case in which the inside had been securely drilled out and all walls thined in order to lose weight; primary gears with aluminium centers and the original gear teeth as a circle shrink-fitted. A reworked crankshaft, special piston, own made and designed camshafts, light valves and springs, rockers and pushrods, reworked head and a tuned 36mm carburettor
.He told me that in the veteranraces some 3-cilinder Yamaha’s must go to the limit to pass him after a few rounds.
I think the racing talent of Minus, he races the machines himself together with his brother Henk, is quite a contribution to this but never the less it shows the incredible capacity of the one-sparker (oh, sorry these NF’s have two sparkplugs). He does not know the number of horsepower but when he says that the machines do 200+km . I believe him rightaway.
In order to keep the special look a hand made aluminium, chromed, flywheel is still fitted.
 | Picture of a de Vries Nuovo Falcone racer. 28Kb. Note: cable operated rear brake, rearsets, steering damper, silencer, front brake, no dynamo. |
 | Picture of a de Vries Nuovo Falcone racer. 33Kb Note: extra oil line from inlet rocker - to inlet valve cap? |
 | Close-up of de Vries engine. 100Kb Note: frame bracing, rev counter, second spark plug, no dynamo, new inlet manifold and carburettor, odd shape of inlet valve cap, two loose ends of wire - the ignition switch? |
 | Cose-up of right side of engine. 100Kb Note: new flywheel, no kickstarter, unknown item at base of cylinder barrel, bottom left. |
Tuning article from Sven Kreikenbohm
As the oil regulator broke and the whole enginge stalled at "High Speed" on the Autobahn, a full check was necessary. It was easier to get a bigger piston than to rebuild the original cylinder. Also the cylinder head was damaged......
So I got roundabout 580 ccm, rebuild the twin spark system (using a old citroen coil), new valves and seatings for unleaded fuel and a little bit moer compression. To get the engine a little bit sporty, I reduced the weight of the flywheel from ca. 9 kg down to 4,5 kg.
I also use a VHB 30 Dell'orto Carburator (I got two from my 850 T3). At the moment, I am testing the right jets (Original there are 50 and 132 used, know I look for 55 and 140 because of the bigger volume).
I don't know the top speed at the moment, but it should be near to 145 Km/h without problems and with the right chain. Original 16/35 (civile 33), I want to go to 16/31 (12 percent increase) or maybe up to 16/30.
Now, it runs up to the original 125 Km/h within seconds like a Japanese bike. The first gear is almost undriveable, so I start with the second gear.
I use the standard contact ignition just for the twin spark, but I changed the timing from 10 degrees before top dead center to exactly 0 (Zero) degrees due to the twin spark system. Running wonderfull smooth and powerfull (even before with the original cylinder and piston), you now need to hold tight when accelerating.
The D4V from Aad van der Valk
I proudly reveal to you that engineering has not stopped on the NF; at my trip to Italy last September I had an interesting talk with a friend, Leo Volmer, who has created the Falcone SS, a breathtaking appearance of an ancient Falcone-engine mounted in an NF frame. This is meant to be tuned. With this friend I discussed, while killing a lot of beer, the possibility of a dynamic variable flywheel. This flywheel should lose a part of its weight while climbing in rpm’s. Next morning, Leo had made a drawing on a piece of paper, what looked like my idea. "This should be it" he said, "and I will realise this for you".
29 December last year, Alex Mercy (another close friend) and I went to Leo, who appeared to be the owner of a metal construction company, and violá, look at the photo’s, your eyes will perhaps pop-out. What to think of: not waiting while gearshifting, a REAL motorbreak, quicker accelaration @ +1200rpm. All of this of course not very very spectaculair, except the fact that the flywheel can be stopped at + 1200 rpm with the engine running! The standard 8.5 kg flywheelmass was divided in 4.5 /4kg.
We introduce to you: D4V = Dynamisch Variabel Vliegwiel van Volmer&Valk
| View of the D4V fitted | pic |
| View of the complete assemby next to the standard flywheel | pic |
| Closer view of the inner flywheel | pic |
Cafe racer by Willem van der Togt
(what is it with these mad Hollanders?)
I live in Zoetermeer Holland and I think I can tell you something about the "De Vries Racers" Bike is made lightweight (about 135 kg) and tuned up, Lighter flywheel, 34 mm carb, Ducati piston. Alu clutchshousing , hot cams, changed gear and more..... Power?? about 45 hp. I've seen the bike several times in classic races in Holland and the Guzzi is most of the times faster than Nortons/BSA's. Top speed 200 km. This bike inspired me to change my Nuovo Falcone in a caferacer. This winter I'm gonne try to enlarge the power. I did already do: stage 1: ligher valves(8 mm) lightend the flywheel to 6 kg. Llost weight, I think 20 kg. Big bore Mahle-piston 94 mm, 570 ccm compression to 8,75 Frame: front wheel:alu wheel+ 4 leading Grimeca. Rear wheel, alu with 2 leading brake(from the front). 45 pipe with Megaton exaust. Fork f ront from a Guzzi LeMans 1. Replica tank+ seat from Ducati. Behind; Koni shocks covers; hand made I'm planning for this winter:stage 2: flywheel 4 kg, chainwheel 33 tooth 36 mm carb.Dellorto And later maybe a hot cam,
| Picture. 65kb | pic |
Another very desirable cafe racer, by Ralf Risters
It's a separate article, so click here.
