The BSL 500 MotoGP Effort

Readers of this Blog aside, only a minority of Moto GP fans know much about Italy's valiant Paton 500GP motorcycle GP effort (read here for some background). Fewer still will have heard of another privateer 500cc GP bike from the opposite side of the world: New Zealand's BSL 500.

In 1999, after 3-years of development, Aucklander Bill Buckley - businessman, motorcyclist and owner of engineering firm Buckley Systems Limited, realized his dream to compete with his own bike at the pinnacle of motorcycle racing, the 500cc Grand Prix.

Utilizing Buckley System's numerous CNC milling machines, lathes and other advanced industrial machinery, Buckley assembled a team including Kiwi engineers from Kenny Roberts' similar KR3 project and others from the Britten V1000 project.

A V-Three engine configuration was chosen to take advantage of the lower weight allowances. The minimum FIM weight limits for 500cc GP bikes in 1999 was: 101kg for singles and twins, 116kg for triples and 131kg for four or more cylinders. Unfortunately achieving the minimum weight proved difficult so that initially the BSL carried a power disadvantage without the benefit of a lower weight.

Reliability was also an early problem with piston seizing and overheating problems dogging the project. As New Zealand race tracks enforced a 95db noise limit, testing and exhaust development had to be done outside New Zealand. This made testing slower and more difficult than it should have been which could explain the team's inability to finally get on top of the reliability problems.

Never the less the BSL 500 was entered and competed in the 1999 and 2000 500cc world championship with Australian riders Mark Willis and John Allen and Kiwi rider Stephen Briggs. Unfortunately, the bike suffered from its reliability and lack of development.

Despite being entered for the 2001 season, development frustrations and the pending introduction of 1000cc 4-strokes to the MotoGP class caused the team to pull out of the world championship after the 2000 season. Lack of foresight and support from Motorcycling New Zealand did not help. After successfully competing in New Zealand's premier Formula 1 racing class in 2001 the BSL found itself banned from the 2002 season as Motorcycling New Zealand changed the rules to allow only mass production-based machines. This rule change would have also effectively excluded New Zealand's own Britten V1000 from the championship had it still been competing. Nice way to support innovation in your own country guys!

Motorcycle racing need spirited engineers like Bill Buckley and Giuseppe Pattoni. Despite all the setbacks and frustration Bill Buckley and his BSL team can be proud even to have competed at the highest level.

Specifications

Engine
Engine type	Two-stroke liquid cooled V3 (BSL)
Displacement (cc)	498cc
Bore x stroke	56x56
Max power	162 hp (2003), 110 hp (1999)
Transmission
Type	Six speed cassette gearbox (BSL)
Chassis
Frame type	CNC-machined alloy twin spar (BSL)
Steering rake	21.5 degrees, variable
Swingarm	Linkged CNC-machined alloy (BSL)
Wheelbase	1380-1410 mm
Weight (dry)	116 kg
Suspension
Front forks	USD 42mm Ohlins
Rear shock	Ohlins
Wheels
Type	17" PVM, 3.5" front, 5.25" rear
Brakes
Front	Brembo 4-piston callipers
Front discs	Mitsubishi 320mm carbon discs

The Pattoni Connection

If you are the type who can't help rooting for the perennial underdog, as I am, then you can't but love the Paton 500 MotoGP effort. The story begins in 1958 when Giuseppe Pattoni and Lino Tonti left the defunct Mondial GP squad to build their own 125cc Paton GP bike. An example placed 7th at the Isle of Man TT that year, in the hands of a young Mike Hailwood.

Working full time for a Lancia car dealer in Milan, Giuseppe Pattoni continued the motorcycle GP effort designing and building bikes in his spare time using his employer's facilities.

The 250 GP of the early 1960's eventually evolved into the formidable 500cc 4-stroke 180° twin of 1968.

 

This bike saw considerable success, wining many world championship points and some podiums and winning the Italian 500cc championship in 1967. Not bad for a self-funded team comprised of friends and enthusiasts.

By the end of 1974 it was clear that the reign of the 4-stroke was over in the 500GP class. A new 2-stroke was developed which evolved and competed on the world stage right to the end of the 2-stroke era in 2001.

The cost and effort to develop, construct and compete on the world stage as a private marque, for so many years, was enormous and a constant struggle. Help and support from sponsors, friends and family made the impossible possible.

For 20 years Giuseppe Pattoni got by with only one full-time mechanic, Gianemillio Marchesani. When Marchesani was killed in a road accident in the early 1980's his place was taken by Giuseppe's son, Roberto Pattoni.

Paton Engineering

Giuseppi died in 1999 leaving Roberto to take up the rein. After 2001, rule changes to the top class meant the return of 4-stroke race bikes (this time with 1000cc engines) and the end of the 500cc 2-stroke era.

The cost of developing a competitive new 4-stroke MotoGP bike could not be justified and so Roberto diversified his business. Paton Engineering now provides two core services: performance motorcycle consulting and development; and construction of "original replica" versions of the venerable 1968 Paton 500cc GP 4-stroke.

VUN R&D

CR&S was the first customer of Paton Engineering's new consulting division and Roberto Pattoni collaborated on technical development of their new VUN project.

Early sketch of the VUN's frame and rear suspension geometry.

Roberto Pattoni oversees computer modeling of the VUN.

This collaboration worked so well that, in 2004, Roberto Pattoni accepted an offer to become a full partner at CR&S in charge of technical development.

The VUN Paton 50th Anniversary Edition

In 2008, to mark the 50th anniversary of Paton GP racing, a special edition VUN was created, with chasis #50, in the clasic green and gold colors of the 1960's Paton race bikes.

Roberto Vun e Duu

Sources

Mick Walker's Italian Racing Motorcycles - Redline Books, CR&S Homepage, Paton Engineering Homepage, various old motorcycle magazines and some fond memories.