LEOPOLDO TARTARINI & THE BIRTH OF ITALJET
Italjet’s story begins in Bologna with Leopoldo “Poldino” Tartarini, born on 10 August 1932 into a world already shaped by motor-oil, steel, and speed. His father, Egisto, was a respected motorcycle dealer and racer, the kind of man who could tune an engine in the morning and take a Moto Guzzi sidecar to victory the same afternoon. Growing up in that atmosphere, it was inevitable that young Leopoldo would inherit a passion for two wheels. At just four years old, he was already riding a custom-built mini sidecar crafted by his father so he could cruise alongside his sisters.
After the war, Leopoldo began studying Architecture in Florence, but fate had other plans. The death of his father, following injuries from a race, pulled him back to Bologna, back to the world of motorcycles, and ultimately onto the path that would define his life.
From this mixture of talent, tragedy, creativity, and unstoppable passion, Italjet was born. A brand built not to follow trends, but to challenge them. A brand that always believed in engineering with character, design with attitude, and motorcycles that carry a soul.
And today, decades later, Italjet remains proudly in the hands of the founding family. The company is now led by Massimo Tartarini, who continues his father’s vision with the same rebellious spirit, blending Italian heritage with bold innovation and shaping the future of Italjet for a new generation of riders worldwide.
THE FIRST GREAT VICTORY
In the early 1950s, the Milan–Taranto was more than a race, it was a legend. Every Italian motorcyclist dreamed of conquering it, and Leopoldo Tartarini was no exception. Drawing on everything he learned from his father, he entered the 1952 edition with a sidecar he built himself around a second-hand BSA engine.
At the starting line, competitors laughed. His machine looked unconventional, improvised, even unsuitable for such a gruelling event. But Tartarini had something far more important than appearances, ingenuity, determination, and an instinctive understanding of how a motorcycle should move, breathe, and survive.
Riding alongside his trusted partner Sergio Calza, the young Tartarini stunned the entire field. In his very first official motorcycle race, he not only finished, he won his category, beating riders with far more experience and far more prestigious machinery.
It was a moment that marked the true beginning of the adventure, revealing the spirit that would one day define Italjet: unconventional thinking, fearless innovation, and the refusal to be underestimated.
A NATION ON TWO WHEELS
These were the years of Italy’s economic revival, a time when the country was rebuilding, dreaming, and hungry for freedom. For an entire generation, the symbol of that freedom was the motorcycle. Not a large, powerful machine, but the humble 125cc or 175cc: affordable, practical, and capable of transforming daily life.
During the week, these light motorcycles carried young Italians to work. On Sundays, the very same bikes lined up at local races, turning ordinary riders into hometown heroes. The motorcycle wasn’t just transportation, it was identity, mobility, and a doorway to possibility.
With so many people living their lives on these lightweight machines, it was only natural that this passion would grow into a great national sporting culture, a movement that celebrated both the motorcycles and the riders who pushed them to their limits.
THE RISE OF A CHAMPION
In 1953 the MotoGiro d’Italia was created in Bologna by the newspaper Stadio. Leopoldo Tartarini, now fully committed to racing, entered the event on a Benelli 125 that he prepared himself. The six-day race pushed both riders and machines to the limit, but Tartarini remained unfazed. He won the overall classification, finishing ahead of competitors on larger and more powerful bikes.
The victory carried even more weight because it happened in his home city. Only a few weeks later he returned to competition for the Milan–Taranto, once again riding an official Benelli 125. He claimed another class victory, confirming his status as one of Bologna’s emerging stars.
The city now had a rider it could celebrate with pride.
SUCCESS ON THE TRACK AND IN BUSINESS
Away from the races, Tartarini strengthened his commercial ties with Benelli by opening the official Benelli dealership for Bologna in Porta Mazzini. His presence on the track remained just as strong. In the second edition of the Giro d’Italia he once again competed on the Benelli 125, winning his class and finishing second overall. His results made him one of the most recognised and admired riders in Italy.
At the next Milan–Taranto he faced a different kind of experience. For the first time, mechanical problems forced him to retire in the early stages. It was a reminder that even the best riders and the best machines face moments that test their resolve.
THE DUCATI YEARS AND A TURNING POINT
In 1955, at the peak of his popularity, Tartarini made a major step in his career by becoming an official rider and captain of the Ducati racing team. For a rider from Bologna, joining Ducati was nothing short of a dream. The factory entrusted him with the best machines developed by its racing department, and expectations were high.
He entered the MotoGiro d’Italia riding the Ducati 100, better known as the “Marianna”. While leading the provisional classification during the seventh stage, an accident forced him to retire. The injuries were serious enough to prevent him from competing in the Milan–Taranto that year.
Meanwhile, his dealership also evolved. The Benelli sign came down and was replaced with the Ducati brand he now represented.
Fuelled by determination, he returned to competition the following year and immediately took command in the MotoGiro with the Ducati 125. Fate intervened once again. In the sixth stage he suffered another violent crash, plunging down an embankment and sustaining injuries that ended his racing season. Doctors even raised the possibility that he might never walk again.
Months later, his condition improved and recovery slowly began, but this period marked a turning point. The setbacks would steer him toward a new chapter that would ultimately shape the future of Italian motorcycling.
THE END OF AN ERA AND THE START OF A NEW VISION
In 1957 Tartarini took part in his final Giro d’Italia, this time competing in the 175 class. Once again luck was not on his side and he was forced to retire during the third stage. Only a few months later, road-open races across Italy came to an abrupt end following a tragic accident at the Mille Miglia. With the abolition of these events, Tartarini suddenly found himself without the racing career that had defined his life.
However, this did not stop him from seeking new challenges on two wheels. Still under contract with Ducati, he wanted to honour that commitment in a meaningful way. Together with his close friend Giorgio Monetti, he set out to attempt something no Italian had ever done before: a motorcycle journey around the entire world.
This decision marked the beginning of an extraordinary new chapter that would influence the creation of Italjet itself.
THE WORLD TOUR AND A NEW DESTINY
Ducati embraced the idea, recognising the tremendous publicity such an expedition could generate. The company provided two Ducati 175s and gave its full support. On September 30th the two riders departed from Bologna, cheered on by crowds of locals and even receiving the blessing of Cardinal Lercaro, the Bishop of Bologna.
What followed was nearly a year of adventure across continents. Throughout their journey, Tartarini and Monetti encountered challenges, dangers, and unforgettable moments. They documented everything in a series of letters that were regularly published by the specialist press, capturing the imagination of Italian motorcyclists and generating nationwide attention.
On September 5th, 1958, they returned to Bologna to a triumphant welcome. Tartarini, already regarded as Bologna’s leading motorcyclist and one of the most celebrated riders in Italy, knew that the moment had come to transform his reputation into something greater.
The idea took shape clearly. It was time for him to become a motorcycle manufacturer and bring his own vision to life.
THE FOUNDATION OF A NEW BRAND
Throughout 1959 Tartarini refined his idea, secured the necessary commercial relationships, and laid the groundwork for his own company. The project became official on February 4th, 1960, when Italemmezeta was founded in Bologna with the stated purpose of “building and importing motorcycles and mopeds”.
The first operational workshop was set up in a semi-basement on Via del Piombo, while the registered and administrative offices were located on Via Ugo Bassi. From the very beginning the company focused on building its own machines rather than importing complete motorcycles. Italemmezeta’s first creations used 125 cc engines supplied by the East German manufacturer MZ (Motorradwerke Zschopau), marking the start of an independent engineering journey that would soon evolve into the Italjet identity.
A FEARLESS APPROACH TO INDUSTRY AND INNOVATION
From the very beginning, it was clear that Tartarini had no intention of following the usual path. His reputation as a racer and the confidence shaped by his World Tour gave him a boldness that few in the industry possessed. At a time when East Germany was sealed behind the Iron Curtain, he did what seemed unthinkable and opened direct commercial negotiations with MZ.
The remarkable part was not that he asked, but that he succeeded. It was the first of several occasions where Tartarini managed to secure agreements with manufacturers who had never before considered supplying engines or components to external companies. His determination, combined with his personal credibility, opened doors that were closed to almost everyone else.
Despite these achievements, his plan for the company was measured. For the first two decades he intended Italemmezeta to remain a “semi-constructor”, assembling motorcycles using trusted external engines. The first engine fully branded and produced under his own name would not arrive until 1980, but the foundations of innovation and independence were already firmly set.
THE BIRTH OF THE ITALJET IDENTITY
From the very beginning Tartarini introduced a characteristic that would define every future Italjet creation: a willingness to innovate in both design and attitude. Even small stylistic choices were used to push beyond the established norms of the motorcycle market. This approach produced the company’s first major success in 1962.
It was a sporty, youthful moped with a name that could not have been more fitting: Italjet. The two-tone metallic paint echoed the colours used on the Ducati 125 and 200, visually placing the new model alongside them as a kind of “younger sister”. Even in this early stage, Tartarini showed his instinct for blending the most desirable elements of leading motorcycles into something accessible for younger riders.
In 1964 the Mustang series was introduced with the Mustang SS. Its impact was immediate. Despite its small size, the bike carried an extraordinary level of innovation. It featured a raised double-cradle frame never seen before on a moped, a large fuel tank with twin caps (one cleverly housing the speedometer), a patented lightweight saddle with a daring profile, and a low, sporty handlebar. The standout component was the front brake: a ventilated double-plate system with four shoes, a design worthy of competition motorcycles and styled to match its racing attitude.
This extreme character in such a simple machine made the Mustang SS unforgettable to the youth of the time. The raised double-cradle frame was a genuine first and later inspired even Moto Guzzi, one of Italy’s most prestigious manufacturers. As the model evolved, the tank and saddle were redesigned into the Mustang Veloce, featuring a shape that nodded to the popular Aermacchi Ala series dominating both road and racing scenes.
Once again Tartarini used styling to build aspiration. The Mustang range gave fourteen-year-olds a machine that echoed the look and spirit of the larger motorcycles owned by their older brothers or admired friends. It was a smart and deliberate move that strengthened Italjet’s appeal and helped shape its early legend.
EXPANSION AND GLOBAL VISION
During these same years Tartarini began pushing Italjet far beyond the Italian market. He established export routes across Europe, North and South America, and parts of Africa. This international reach was unusual for the era and can be traced directly to the confidence and experience he gained during his world tour. Few Italian motorcycle companies of the time had the courage or capability to pursue the United States market, and even fewer achieved real success there. Apart from Italjet, only Garelli, Benelli, Ducati and Parilla managed to make any notable impact.
Securing a dedicated distributor in California was an extraordinary achievement for a company barely five years old. It signalled that Italjet was not simply a small Italian manufacturer but a brand with global ambition.
This period also marked the beginning of Tartarini’s most creatively intense era. The models that eventually reached series production were only a fraction of what was developed inside his small but relentless research and development unit. In reality that “department” consisted almost entirely of Tartarini himself, supported by only a handful of trusted collaborators, working with an energy and pace that would define Italjet’s identity for years to come.
THE VAMPIRE 60 AND THE LEAP INTO BIG-BIKE TERRITORY
At the end of 1965 Italjet introduced the Vampire 60, a machine created specifically for the new Cadet speed-racing category. Once again Tartarini moved ahead of the market, raising the stylistic and technical standard. The Vampire was a striking combination of lightness and performance, made even more distinctive by its yellow and red livery. On track it immediately proved its worth, defeating every rival in its very first race.
But Tartarini’s creativity was not confined to small-capacity machines. He continued to work across the entire spectrum, from mopeds to high-performance motorcycles. That same year, at the Milan Motor Show, he unveiled the Grifo 500, powered by an English Triumph engine.
For a young company that had previously focused mainly on lightweight machines, the Grifo 500 was a bold and unprecedented step. Italjet was suddenly competing in the world of large motorcycles against the most prestigious British manufacturers of the era. Even more remarkable was the fact that Triumph agreed to supply engines, something it had never contemplated doing for any external manufacturer.
The Grifo 500 signalled a new level of ambition. Italjet was no longer just a small innovator of mopeds. It was a challenger willing to confront the established giants head-on.
NEGOTIATING WITH TRIUMPH AND THE POWER OF TARTARINI’S VISION
The partnership with Triumph came with revealing details. In the original correspondence between the two companies, there are written requests from Triumph insisting that all Triumph branding be removed from the engines supplied to Italjet. It was as if the British company did not want its prestigious name associated with what they saw as a small and unpredictable Italian manufacturer.
This only highlights the extraordinary determination behind Tartarini’s approach. His blend of confidence, strategic nerve and what many described as a kind of “lucid madness” reached its peak during these negotiations. The same letters show him confirming production plans for thousands of units, figures that far exceeded the real manufacturing capacity, commercial network or service structure Italjet had at the time. Yet the audacity worked.
Triumph, already beginning to feel pressure from fast-rising Japanese competitors, accepted the collaboration. Tartarini had managed to break through the defences of a proud British industry at a moment when it was vulnerable, securing engines that no other outsider had ever been able to obtain.
This episode stands as one of the most striking demonstrations of Tartarini’s ability to bend circumstances through sheer conviction and vision.
THE ARIEL PROJECT AND ANOTHER STEP INTO BRITISH INDUSTRY
During this period Italjet’s relationship with the British manufacturers continued to grow. The collaboration with the Triumph–Ariel–BSA group led to the development of a 160 cc motorcycle carrying the Ariel name and powered by a Minarelli engine. Although the project reached the prototype stage, internal conflicts within the British group prevented it from progressing to full production.
Even so, the attempt itself was significant. Tartarini was once again operating ahead of the industry. As both designer and manufacturer, he was one of the first Italians to forge concrete partnerships with major British brands. The Ariel project, even unfinished, confirmed his role as a pioneer willing to explore alliances where others saw only obstacles.
BREAKING BARRIERS IN EASTERN EUROPEAN COLLABORATIONS
Amid the intense activity of 1965, Italjet secured another important international agreement, this time with Jawa–CZ for the supply of engines across several displacements. The existing partnership with MZ played a crucial role, giving Tartarini credibility and proving that he could successfully navigate the commercial barriers between Western and Eastern Europe.
Once again he managed to penetrate markets that were typically closed to foreign brands. The relationship with Jawa–CZ proved highly productive and continued for several years. By the late 1960s, between 1969 and 1971, Tartarini expanded this collaboration even further by becoming the official Italian importer of the CZ motocross range, a line of motorcycles that had earned countless victories at international level.
This period reinforced Italjet’s reputation as a company able to operate across political and industrial boundaries that most manufacturers never attempted to cross.
PROTOTYPING FOR OTHER BRANDS AND THE RISE OF TARTARINI AS A DESIGNER
In 1966 Italjet expanded its activities by offering prototyping, industrialisation and full motorcycle assembly services to external manufacturers. Over the following years the company signed agreements with Mi-Val, Vi-Vi and, most importantly, Ducati, with whom Tartarini had maintained an excellent relationship since his racing days.
By the second half of the 1970s this collaboration became especially significant. Tartarini’s design influence grew so strong that he was often referred to as a Ducati stylist. He played a key role in transforming models that had struggled to attract public interest, such as the range of parallel-twin engines and the 860 GT, giving them a more desirable and modern identity.
His success in this field cemented his reputation as one of the most capable and imaginative motorcycle designers in Italy. Italjet was no longer only a manufacturer; it had become a creative force shaping the look and appeal of motorcycles well beyond its own production line.
THE LOW-WHEEL REVOLUTION AND A NEW IDEA OF FREEDOM
In 1967 Italjet reshaped the market once again with the launch of its low-wheel moped line: the Gò Gò, Scout and Ranger. The innovation was not only technical but cultural. These models redefined the moped as more than a racing-inspired machine or a simple means of transport. They became symbols of leisure, independence and personal freedom, matching the spirit of the youth revolution sweeping across Italy and much of the world.
The raised cradle frame remained a signature Italjet element, almost a company trademark. But the standout feature, especially on the Gò Gò, was the unconventional placement of the fuel tank. Positioned far forward, it left the space between the rider’s legs completely open, similar to a scooter, and wrapped itself around the steering head. The design was unusual, playful and immediately recognisable.
Adding to its charm were the two large “cartoon eyes” on the front, inspired by the helmet graphics of the legendary racer Renzo Pasolini. The combination of creativity, attitude and accessible fun struck a chord with young riders. The Gò Gò became a major commercial success not only in Italy but also on international markets.
A NEW NAME, A BROADER REACH AND AN EXPLOSION OF IDEAS
As Italjet’s exports continued to rise across Europe and beyond, the company began adopting different brand names for various markets to manage distribution and local regulations. Tarbo was used in France, Rome in the United States and Ital in Northern Europe. This strategy allowed Italjet to operate with multiple production lines and work with dedicated distributors in each region.
By this time the long-standing relationship with MZ had come to an end. In 1967 the company officially adopted the name Italjet, marking a new era of identity and ambition. Around the same period, Gianni Cinelli joined the company. A gifted and trusted collaborator, he became responsible for technical management across Italjet’s experimental department, racing activities and the technical support required for the many brands the company imported over the years.
Tartarini’s imagination, however, never paused. In 1968 Italjet introduced its first folding moped, the Kit-Kat, aimed at a very specific niche: riders who needed a secondary vehicle to complement another form of transport. The Kit-Kat was extremely compact, equipped with tiny 5-inch wheels, and designed so that its handlebar and saddle folded neatly into a custom carrying bag. It could be stored in the boot of a car, inside a camper, taken aboard a boat or even transported on a train.
Whether or not Tartarini invented this type of vehicle outright is not the central point. What matters is that he was the first in Italy to turn the concept into a true industrial product and make it widely accessible.
That same year demonstrated Italjet’s extraordinary scope. Alongside the tiny Kit-Kat, the company also launched the Grifon superbike, powered by the same Triumph 650 engine used in the legendary Bonneville. With this model Tartarini embraced the kind of challenge he had loved since his racing days: a small Italian manufacturer taking on the giants of Italy, Japan, Britain and Germany.
The Grifon’s originality came from Italjet’s flexibility. Unlike the large manufacturers, Italjet offered a tailored approach, creating machines with British engines, Italian components and custom-built frames that could be adapted to satisfy the specific needs of individual customers. It was a bold, distinctive and unmistakably Tartarini way of doing things.
THE GRIFFON’S STRENGTHS AND LIMITS
The Grifon’s chassis was exceptional, far superior to many of its rivals and clearly reflecting Italjet’s design expertise. Unfortunately the same could not be said for its engine. Despite its prestigious Triumph heritage, the 650 twin was beginning to show its age and no longer matched the technological pace set by newer international competitors.
The result was a motorcycle that handled beautifully, felt light and agile, and carried a striking visual identity, but was held back mechanically. Production numbers were limited, which made the retail price higher than mass-produced models from larger manufacturers.
Over the next few years Italjet introduced various stylistic updates to the Grifon, including versions tailored to American tastes. Even so, the model’s legacy stands strong. It remains an achievement unmatched by any other small Italian motorcycle company of that era, and it positioned the Grifon above most of its direct competitors in both ambition and character.
THE PARTNERSHIP WITH FLOYD CLYMER AND THE INDIAN PROJECT
In 1968 Italjet entered another ambitious chapter through a collaboration with Floyd Clymer for the production of motorcycles carrying the Indian brand, intended exclusively for the American market. Clymer was a well-known figure in the U.S. motorcycle world: a former racing star of the 1920s, later a dealer for Harley-Davidson and Indian, and eventually the publisher of Cycle, the most influential motorcycle magazine in the United States.
The scale of the project matched the size of the American market. Clymer shared the same bold, unconventional spirit as Tartarini, but he often pushed forward with an enthusiasm that exceeded his financial and physical means. Before approaching Italjet he had attempted a partnership with German engineer Friedel Münch, importing the Mammut motorcycles powered by NSU car engines. When it became clear he could not sustain that venture, he looked elsewhere.
After seeing Italjet’s work at the Milan Show, Clymer recognised that Tartarini was the ideal partner for this new chapter in the Indian story. Italjet’s creativity, flexibility and willingness to take on daring challenges made the collaboration possible and set the stage for an important, if turbulent, experiment in reviving a legendary American brand.
MINI-BIKES, MAXI-BIKES AND A WAVE OF PROTOTYPES
In the years that followed, Tartarini produced a wide range of models for Floyd Clymer, from mini-bikes to large-displacement machines. The maxi-bikes were equipped with Velocette 500 and Royal Enfield 750 engines, and Italjet also developed an impressive series of prototypes fitted with powerplants from Norton and Horex.
Despite the ambitious scope of the larger models, it was the mini-bikes that achieved immediate and significant commercial success. They captured the spirit of the American market and became the most recognisable outcome of the collaboration. The maxi-bikes, on the other hand, encountered several technical and logistical challenges and were ultimately produced in very limited quantities.
Even so, this period demonstrated Italjet’s extraordinary versatility, capable of designing everything from compact fun machines to high-capacity specials carrying engines from some of Britain’s most prestigious marques.
THE END OF THE CLYMER ERA AND THE SUCCESS OF THE MINI-BIKES
Clymer’s sudden death in the early 1970s brought an abrupt change to the direction of the partnership. Those who took over his business immediately halted all plans for large-displacement motorcycles, closing the door on the more ambitious projects involving big British engines.
The mini-bikes, however, continued to thrive. Sales remained strong well into the mid-seventies, supported by Italjet’s innovative approach to packaging. The motorcycles were shipped in fully polystyrene moulded containers, a forward-thinking solution that reduced shipping damage, simplified logistics and helped maintain the high demand in the American market.
This period marked the end of one chapter but confirmed the solid success of Italjet’s smaller models abroad.
RACING SPECIALS, NEW SEGMENTS AND UNUSUAL INNOVATIONS
Back in Italy, Italjet began producing limited-series models designed exclusively for off-road competition. These included the Piranha 50, Cross Casa 50–60 and Zorro 175, machines known for their high level of finish and strong performance. The Zorro achieved particular visibility thanks to Paola Dolci, who raced it in Lazio and became one of the very few women in motocross at the time to earn noteworthy results.
Tartarini also explored the medium-displacement market with models powered by the Jawa 350 twin-cylinder engine, expanding Italjet’s presence into a segment beyond his usual interests.
Equally unconventional was his work on a Ski-Bob concept, linked not to motorcycling but still rooted in speed and control. He equipped the prototype with a front suspension system and a streamlined fairing, enabling the Swiss team that commissioned the project to dominate every competition they entered.
This period showed how broadly Italjet’s engineering could stretch, from pure off-road racing machines to experimental winter-sports equipment, all driven by Tartarini’s constant pursuit of performance and originality.
THE SPEED CENTER AND THE BIRTH OF MINI-CROSS LEGENDS
The year 1968 closed with the inauguration of the Speed Center, which the magazine Motociclismo described as “the paradise of Italian motorcyclists”. Inspired by an American concept and entirely commercial in nature, it was something completely new for Italy and likely for Europe as well. The Speed Center operated as a department store dedicated solely to motorcycling: large-displacement bikes, racing machines, the widest selection of accessories, specialised parts and motorcycle clothing. More than a thousand items were available under one roof. The success was immediate, attracting enthusiasts from across the country who travelled long distances to visit and shop.
In 1969 Italjet revealed another revolutionary idea: off-road mini-bikes, one of the most influential product lines in the company’s history. Originally equipped with Franco Morini 50 engines, these bikes were designed for children of all ages. The Mini-Mini Bambino and Junior Cross were the first of a series that would continue for more than three decades, with models sized and engineered to accompany young riders from age five through their teenage years.
The breakthrough was simple but brilliant. These were not toys. They were authentic, scaled-down motocross motorcycles that grew in size, performance and capability as their young riders developed. They allowed children to learn, progress and compete, and they became the starting point for future champions across multiple nations. Riders who first raced on Italjet minis would later rise to fame in both motocross and road racing.
In this sector Italjet earned global recognition and became the acknowledged world leader in the production of high-quality competition mini-bikes.
WORLD SPEED RECORDS AND UNCONVENTIONAL PUBLICITY
At the end of the year, on the Monza circuit, Tartarini personally set several World Speed Records using a three-wheeled cycle-car of his own design. The machine featured two steering wheels at the front and a driven rear wheel, powered by a liquid-cooled CZ 250 engine. Heavy rain prevented him from completing the full programme of record attempts, but the results he achieved were still significant.
Choosing to compete in a category virtually unknown in Italy, and one in which the existing records dated back many years to the United Kingdom, reflected Tartarini’s unique promotional philosophy. His goal was always to generate the maximum possible impact with minimal financial cost, using bold, unconventional and eye-catching methods rather than traditional advertising.
The Monza record attempt embodied this perfectly: a daring technical experiment, a headline-grabbing stunt and a powerful statement of Italjet’s creativity and ambition.
Bold Advertising, New Ideas and Fresh Frontiers (1968–1970)
In these years Italjet pushed its image in striking new ways. The famous advertising campaign showing Italjet bikes “flying” over the silhouette of a woman became one of the most memorable in Italian motorcycling. At the same time, the Club Bielle Roventi created a new kind of brand loyalty, offering fans free cards and gadgets just for sending in a coupon. The response was so overwhelming that Italjet eventually had to ask people to stop applying.
In 1970 Italjet launched the Ossobuco series, Italy’s first industrialised low-wheel “fun” bikes. Unlike the cheap American versions, these were well-made, stylish machines that reflected Tartarini’s belief that low-cost products attracted the worst problems and the most demanding customers. The Ossobuco line also introduced polyurethane foam shaping on a motorcycle for the first time.
Italjet stayed active in racing too, preparing two Grand Prix bikes: a CZ 250 record-engine machine ridden by Gianni Ribuffo, and a Yamaha 125 twin raced by Mario Lega in the Italian Junior Championship.
The Yamaha Partnership and the Rise of the Buccaneer (1970–1973)
In 1970 Italjet secured a major breakthrough by becoming the official and sole importer for Yamaha in Italy. The agreement included the full product range as well as customer racing bikes. Italian regulations prevented the import of models under 350 cc, so Tartarini began producing Italjet-branded motorcycles using Yamaha engines. To get around restrictions on importing engines from Japan, a clever system was created: engines were shipped to a Yamaha branch in Turkey, partially assembled with frames and wheels, then imported into Italy and fully rebuilt on Italjet’s line.
Partnering with a world-champion manufacturer like Yamaha was a major achievement at a time when foreign motorcycles struggled to gain traction in Italy.
While Italjet focused heavily on marketing Yamaha’s range, its own production continued to evolve. The standout new model was the Buccaneer, first shown at the 1972 Milan Motor Show and launched the following year. With its two-cylinder two-stroke engine, it immediately dominated the Junior racing category, outperforming the single-cylinder rivals and forcing competitors to rethink their approach.
Buccaneer Dominance and the Shift Toward Off-Road (1973–1978)
The Buccaneer entered competition in 1973 and immediately reshaped the Junior 125 category. Aermacchi, until then the undisputed force, was suddenly outdated. Italjet won the Italian Junior 125 Championship for three consecutive years (1973–1975) with Marino Maspes, Domenico Battilani and Giorgio Avveduti, while also placing many independent riders on the podium. Italjet’s approach was simple: only four official factory bikes were produced each season, while private riders could purchase all required parts directly from Italjet for 200,000 lire, keeping the grid full and the brand dominant.
The road-going Buccaneer continued to evolve with new technical updates that kept it at the top of its class. Its successful run lasted eight years, ending not due to any weakness of the model but because young riders of the late 1970s shifted their interest toward off-road machines. Even so, the Buccaneer remains the most successful Italjet motorcycle of that era.
After the Yamaha partnership ended, Tartarini moved quickly to secure a new commercial ally. In 1977 he signed an agreement with Bultaco to import and distribute their off-road bikes in Italy, recognising the changing market and refusing to miss the rising off-road trend. To manage this new venture, a dedicated company was created: Sun International.
Pack-A-Way, New Experimental Models and Italjet’s Entry Into Trials (1978–1982)
In 1978 Italjet launched the Pack-A-Way, a low-wheel folding moped inspired by the earlier Kit-Kat but built around a central beam frame that doubled as the fuel tank. Covered in a single matte-black polyurethane body, it revived themes from the Ossobuco line and was so innovative that in 1980 it became part of the permanent collection of New York’s Museum of Modern Art (MoMA).
The model evolved into the Pack 2 in 1982, now using the mechanics of the Piaggio Ciao. This was a major milestone: Piaggio had never supplied engines to any other manufacturer. The Pack quickly became popular with boat owners and was even delivered as standard equipment on some vessels. It remained in Italjet’s catalogue until the mid-1990s.
Using Piaggio Ape mechanicals, Tartarini then created the Ranger, a trike with two large driven rear wheels and a light front end — the first vehicle of its type ever marketed in Italy. A two-wheel follow-up, the Skipper, arrived soon after with a Honda Italia 125 four-stroke engine, showing once again that even the world’s largest manufacturer trusted Italjet with niche products that didn’t compete with its own range.
Many of these unconventional ideas were inspired by Japanese concepts. Since the late 1960s Tartarini regularly visited the Tokyo Motor Show and closely studied Japanese publications, reworking those ideas through his own design sensibilities to create unique vehicles for the Italian market.
By 1979 Italjet’s focus also included technical support for Bultaco, which was heavily involved in trials competition. When Bultaco collapsed the following year, Italjet technician Gianni Cinelli famously rebuilt world champion Bernie Schreiber’s damaged bike overnight during a two-day event in Italy, allowing him to win on day two. With Bultaco gone, Schreiber asked to ride for Italjet. Despite not yet having a trials bike ready, Tartarini decided within days to enter the Trial World Championship, working with former Bultaco racing technician Manuel Marqués. Italian rider Ettore Baldini joined as the second factory rider.
The move secured a future for Bultaco customers and marked Italjet’s official entry into world-level trials competition.
Italjet’s Breakthrough in Trials and Its First In-House Engines (1980–1981)
The first Italjet trials prototype was built in just a few weeks, using a Bultaco-inspired chassis and an experimental hybrid engine that combined Bultaco top-end parts with a Ducati Scrambler 125 gearbox. Its debut in Switzerland was difficult, with Schreiber and Baldini both missing the time limit on an overly fast course, but results came quickly. In the second half of the season the bike won the International Two Days of Pinerolo, the last four World Championship rounds, and two Italian Championship events. Italjet finished the year as World Championship runner-up with Schreiber and Italian Senior runner-up with Baldini — a remarkable result considering the project had begun mid-season from zero.
The following year Italjet officially entered the trials market, producing its first in-house engines in 250 and 350 cc. The bikes achieved immediate success thanks to the performances of Schreiber and Baldini. The new engine, developed by Renzo Nieri under Tartarini’s direction, featured a clever concept: one base design capable of accepting either two-stroke or four-stroke top-end assemblies, with both air- or liquid-cooling options. This would allow Italjet to expand the range into road or off-road models without needing completely separate engine projects.
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Growth in Trials and the Arrival of the Tiffany (Early 1980s–1984)
Growth in Trials and the Arrival of the Tiffany (Early 1980s–1984)
Italjet continued its competitive trials programme through the following years, racing in the World Championship as well as the Italian Senior, Junior and Cadet categories, maintaining a strong presence across all levels.
In 1984 the company introduced the Tiffany, a high-wheeled moped distributed by Yamaha Europe and powered by the same Piaggio Ciao mechanicals used in the Pack. Inspired by post-war motor bicycles, the Tiffany marked Italjet’s first deliberate return to retro styling. This direction would soon prove even more successful with the launch of the iconic Velocifero scooter in the decade that followed.
The Scooter Era and the Return of the Grifon (1988–1999)
In 1988 Italjet entered a new era with the launch of its scooter range, a period that would define the brand through the Velocifero, Formula, Dragster and Torpedo models. These machines kept Italjet at the centre of the scene well into the early 2000s, blending bold design with unmistakable Italian character.
Yet Tartarini’s passion for motorcycles never faded. At the 1999 Milan Motor Show he unveiled the Grifon 900, a striking naked bike powered by a Triumph three-cylinder engine. The public and the press responded with unanimous enthusiasm. It was another classic Tartarini moment: bold design, a daring concept, and once again the successful collaboration of a prestigious British manufacturer riding a new wave of success.
E-Bikes, Modern Innovation and the Global Return of the Dragster (2010s–Today)
Over the last decade Italjet was one of the first motorcycle companies to embrace the rise of the e-bike, launching an elegant vintage-style range that was exported worldwide. Today Italjet remains one of the very few motorcycle manufacturers still owned and led by its founding family, carrying the same DNA, the same unconventional mindset and the same drive for innovation that Leopoldo Tartarini established from day one.
Through major investment in Research & Development, the company continues to push for total quality and original engineering solutions. Italjet designs products that don’t just meet demand, but spark new desires in a world where riders increasingly value emotion, design and identity.
From its base in Castel Guelfo, just outside Bologna, the Italjet marketing and R&D teams continue to shape ideas that influence the international motorcycle scene. The creativity of today links seamlessly with the brand’s past: bold, technical, artistic and unmistakably Italjet.
A major milestone arrived in 2018 with the relaunch of the Dragster. The prototype unveiled at EICMA 2018 became an instant global phenomenon, followed by thousands of reservations ahead of the final production model in 2019. Since its rebirth, the Dragster has grown into Italjet’s modern icon and is now sold in over 50 countries worldwide, reaffirming the brand’s reputation for producing true “works of art on two wheels.”