After the accidents and serious losses already mentioned, the UIM thought of making a change to the KD class regulation, increasing the weight from 800 kg to 900 kg, even though it must be said that very few boats already respected the 800 kg required by the regulation, exceeding it. We had to wait for the 1962 racing season to see this new solution officially introduced.
With the maximum limit of 900 kg, the aim was to try to bring greater safety to this historic premier class among large-displacement racers. However, the new limit was not created by chance, but rather opened the doors in a more serious way to the comparison with American powerboating, which adopts precisely this characteristic. In 1959 and 1960, the same had participated in the world championships held in Italy, only acting as a backdrop to our colours, as its pilots adhered more closely than us to the regulations imposed in order of weight of the boats, using engines that were certainly of lower displacement.
It is certain that for this category the change will be positive over time, improving the situation, although obviously not in an absolute or definitive sense: for this reason there is still a long way to go both from the point of view of driver safety and from the purely technical point of view of the hulls.

The first European championship reserved for 900 kg racers takes place on the waters of Lake Maggiore in Stresa. The lack of foreign drivers does not help our Italians who, as often happens, boast international titles that are undoubtedly important, but clearly distorted given the absence of a serious comparison with other nations. This continental championship is contested by Liborio and Flavio Guidotti, Nando Dell'Orto, Ermanno Marchisio and Gianluigi Crivelli. With the exception of Dell'Orto competing with his Timossi-Ferrari, the other drivers use, always on Timossi, 5600 cc Maserati engines.
Forced to retire both Guidotti, an accident occurs, fortunately without consequences, to Ermanno Marchisio who, in tackling a turn in a more than decisive way, thanks to the wave motion of the lake and the considerable speed of the yellow racer of the pilot of the "Ezio Selva", is catapulted out of the driving seat. Marchisio comes out unharmed and his hull suffers slight damage to a boot. In the meantime Crivelli who is in command of the race, after the "bath" of Marchisio, suffers a slowdown; Dell'Orto takes advantage of this and overtakes his opponent and goes on to win the first heat.
In the second heat Marchisio also returns to the race, but after a few laps he is forced to retire due to the delay accumulated on the other competitors. Guidotti does not restart, so the battle sees Dell'Orto, Crivelli, Flavio and Liborio Guidotti competing for the victory in this second heat with a series of overtaking moves. Flavio Guidotti gets the better of Crivelli (in the lead for seven laps), father Liborio third, Dell'Orto fourth.
In the third heat Liborio Guidotti takes the lead, after a fast start again by Crivelli, keeping Dell'Orto, Crivelli and his son Flavio in his slipstream.
But lap after lap Flavio Guidotti recovers on his opponents and, after the beautiful overtaking of Dell'Orto, he also overtakes his father and takes a second victory that brings him to the overall lead of the championship. In the last and decisive heat Dell'Orto tries to threaten Flavio Guidotti, the provisional leader of the standings, but shortly after he has to give up the first position. Flavio Guidotti also wins the fourth heat, 2nd Dell'Orto, 3rd the unlucky Marchisio who returned to the race, 4th Liborio Guidotti who had a more than calm race, Crivelli retired.
Great joy for Flavio Guidotti who thus enters his name for the first time in the roll of honor of the KD 900 Kg class.

At the KD 900 Kg world championship, as always organized by MILA of Como on Lake Ceresio in Campione d'Italia, only Italian pilots are competing. Among the boats present, the new Timossi hull by Nando Dell'Orto stands out, no longer powered by a Ferrari, but by a Maserati. This hull is none other than the racer of the Perugian pilot Lino Spagnoli, victim of a serious racing accident during the season in Castelgandolfo, purchased by Nando Dell'Orto and repaired by the Milanese shipyard San Marco. Among the other new features, the presence of Luigi Dell'Orto is notable with the old Timossi-Ferrari of his brother Nando.
But for this debuting pilot, the world championship remains just an illusion: in fact, as soon as he leaves the dock to do the warm-up laps in the five minutes preceding the start of the first heat, he finds himself with his powerful and delicate 12-cylinder engine broken and forced to definitively retire from the competition.
In the list of prodigies, here is the presence of Agostino Battaglini who uses the Celli hull, already successfully used by Dino Celli to win the 1961 edition of the Raid Pavia-Venezia, with a Chevrolet engine overhauled by Custom. It can be said, however, that with this complex the Venetian driver does not obtain a great performance: the engine is decidedly inferior compared to the Maseratis of the competition, the Guidotti clan, in addition to Marchisio and Crivelli, complete the Italian team.
In the first heat, the duel between Marchisio and Guidotti is initially experienced: Guidotti is in the lead of the race, he prepares to lap the latecomer Dell'Orto who, in the turn, moves far to the outside to leave space, but despite this Guidotti incredibly hits him, opening the deck with the rudder blade and cutting his exhaust pipe with the propeller. For Guidotti and Dell'Orto, therefore, the forced return to the hauling cranes is triggered. In the meantime, with the blown engine, Crivelli also retires, while Marchisio, who is in command, keeps Flavio and Liborio Guidotti at bay, winning the first heat.
In the meantime, an attempt is made to get Nando Dell'Orto's boat back into the race, by gluing large pieces of plywood on the deck and replacing the exhaust pipe and that of Giorgio Guidotti, who is forced to change the propeller by fitting one that is not suited to the trim of his Timossi.
Practically for the latter, the race from here on is more of a team game to help his brother Flavio, who in fact wins the second heat ahead of Marchisio. The latter, however, by adding the times achieved in the two fractions, maintains a margin of three seconds over his opponent.
In the third heat, after a very fast start by Dell'Orto ahead of Marchisio and the three Guidotti, the reckless Ezio Selva Corse driver launches a decisive attack on Dell'Orto, overtaking him. Flavio Guidotti is in pursuit but is struggling with problems with an exhaust pipe and Marchisio has no particular difficulty in keeping him at a distance, increasing his advantage over his opponent by another 18 seconds over the course of the 12 laps, winning the heat and the world championship.
The final standings read: 1st Marchisio, 2nd Flavio Guidotti, 3rd Liborio Guidotti, 4th N. Dell'Orto, 5th A. Battaglini, 6th Giorgio Guidotti, 7th Crivelli.
Since this is a world championship whose rules state that all the times of drivers who complete even just one lap of the race can be classified in the final standings, this explains Crivelli's seventh position.

Like the KD 900 Kg racers, the Z 2500 inboard racing boats also compete in their first European championship. The title is initially scheduled for the motorboat meeting in Angera, organized by Mot. Ezio Selva. The unexpected low water level of Lake Maggiore forces the organizers to move the event to the Idroscalo in Milan where, thanks to the help of MAM (Mot. Ass. Milano), the competition can be held regularly.
Fortunato Libanori (Ezio Selva standard-bearer) is the first pilot to enter his name in the roll of honor; the success of our champion acquires particular value since in the 1962 racing year, among our racers who boast international laurels, Libanori is the only one who can boast of having competed for the title even with foreigners.
Two Frenchmen entered the race from beyond the Alps: Armand Machat and Maurice Chapron who, with their boats from the Milanese San Marco shipyard powered by BPM, proved to be decidedly uncompetitive but still had the merit, with their presence, of making the competition continental. The Italian team presents the pilots Castiglioni, Libanori, Raineri, Cerutti and Petrobelli at the start. Castiglioni debuted on his Celli the new CR, a 4-cylinder, 4-stroke with carburetors derived from Alfa Romeo 1900 cc increased to 2400 cc, an interesting engine developed by Renzo Coppier and the Alfa Romeo preparer Luigi Raineri.
There is no shortage of controversy regarding these designations regarding the exclusion of the pilots Maderna and Bordoni from the national team.
As regards the boats used by our pilots, we find Celli-BPM for Castiglioni, Libanori, Petrobelli and Ceruti, while Raineri has a San Marco-CR.
In the first laps of the first heat Libanori takes the lead of the race followed by Castiglioni while, with a large gap, the French Chadron and Machat, our Cerutti, Raineri and Petrobelli follow in order. Libanori increases his advantage over Castiglioni then, on the eighth lap, the latter slows down due to an engine problem allowing Cerutti who in the meantime has overtaken the French, to get behind Libanori.
For Castiglioni the failure to his BPM is significant and forces him to definitively abandon the championship. The heat ends with the victory of Libanori, second Cerutti, third Raineri, fourth Chapron, fifth Petrobelli, retirement for our Castiglioni and for the other French Machat.
But in the second heat we find only four drivers in the running: Libanori, Petrobelli and the two French. Cerutti and Raineri do not start, also due to engine problems.
Libanori immediately takes the lead in the race, behind him we find Chapron and Petrobelli, while Machat, having trouble with his engine, is detached from the first three, while Libanori continues his heat undisturbed, with Antonio Petrobelli also out of first place, the eighth lap also being fatal for him. Libanori wins the race, with the Frenchman Chapron in second place.
At the start of the third heat we find both Cerutti and Raineri back in the race, Libanori's engine cowling suddenly comes off and the unexpected event allows his opponents to overtake him. Libanori, despite his engine being uncovered, does not give up on the comeback so, after having passed the very slow Machat, he also passes Chapron and Raineri, conquering second place behind Cerutti. The latter, as soon as he crosses the finish line, makes a sudden maneuver by veering early on the buoy. This maneuver, prohibited by the rules, is also carried out by Libanori and, after long checks by the jury, it is decided not to impose sanctions on the two pilots.
The only plausible reason could be that article 117, which concerns the sanction in question, is part of an Italian championship regulation and not an international one.
In the final fourth heat, despite a very fast start by Cerutti who maintained the lead of the race for three laps, Libanori, once the breakdown was repaired, with a champion-like overtaking in a turn, passed Cerutti and went on to win his first European title.
Unfortunately, the Mantuan Cerutti was also forced to retire at the end of the race, Luigi Raineri finished in second place which allowed him to conquer the same position in the final classification which saw Libanori 1st, Raineri 2nd, Cerutti 3rd and Chapron 4th.
The Z 2500 cc class, which was born six years ago, has confirmed its validity in recent racing seasons both from a technical point of view where it has improved in speed performance and in the growing number of participating pilots.

In the Italian championships, a great victory for Fortunato Libanori who takes the beautiful Celli-BPM hull to success in the tricolor of the Z 2500 cc class. By combining this title with the continental one, the standard-bearer of the Mario Augusta team (Libanori, in addition to being a motorboat racer, is also a test rider of the MV AUGUSTA racing bike) closes out 1962 with a bang.

Giulio De Angelis confirms himself as a winner in the V 1300 class racers, repeating the Italian title ahead of drivers of the calibre of Guido and Franco Caimi, Capucchio, Crespi, Maurelli, Perziano Sergio, Bernocchi, just to name the most competitive.

The 1300 class was a great success, with race after race seeing a significant increase in entries, to the point that a European championship was also created in 1963.

In the big cars of the KD 900 Kg Flavio Guidotti (Timossi-Maserati) is the new Italian champion; it is worth noting that for four years the Guidotti family has boasted the tricolour sash thanks to the titles won by father Liborio (1959 and 1961) and by Flavio (1960) in the 800 Kg.