Driving report Dynotec-Moto Guzzi V12 Centauro

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Driving report Dynotec-Moto Guzzi V12 Centauro

Like a wild bull

Moto Guzzi ?? a formerly strong, meanwhile slightly outdated symbol for sports motorcycles. “Mister Guzzi” Jens Hofmann maintains his sporting spirit, as his V12 Centauro proves.

Expressway, single lane. Plenty of traffic, wedged behind a truck that drives its way smoothly and steadily. The body properly tense, the hands in readiness around the horns of the high handlebars, the gaze past the wall of the trailer directed forward, the mighty V2 is gently noticeable, which at 5000 rpm tucks very quietly, very cultivated, but ready to jump seems to scratch with the hooves. Two-way traffic, two-way traffic, two-way traffic ?? then a small gap, nothing like over. The gas on the stop, from a soft snort there grows a huge trumpet, it seems short D.ynotec Guzzi Centauro then jumps past the truck, which has supposedly shrunk to a barrow, as if shot from a sling. Brrraaab!

Distances are shrinking, the landscape is blurring, the V-Twin pushes overpoweringly with a longitudinal crankshaft, hangs super-jagged on the gas, develops enormous power, revs up almost hectically. Interestingly enough, sound, pure power and enormous revving, snorting wildly, roaring pithily or slurping greedily, are in fascinating contrast to the almost turbine-like running culture of the mighty four-valve engine. The secret: The extensive hairstyle of the power plant requires meticulous balancing of the rotating and oscillating masses of the crank drive, even taking into account the amount of oil thrown onto the pistons.

It’s also about getting down to business. A pair of lightweight forged pistons ten millimeters more in diameter allow engine speeds to match series production levels and, with the stroke of the standard crankshaft, help achieve an impressive 1225 cubic centimeters of displacement. So that the pistons can sniff the mixture properly in the increased cylinder volumes, the valves give way to larger, plasma-nitrided counterparts, actuated by plasma-nitrided, sharper camshafts. Plasma nitriding? A hardening process in which the hardening layer is applied in a plasma atmosphere after careful surface treatment of the workpiece. The vulnerable valve guides of the Guzzi four-valve valve should last considerably longer, and the friction losses also decrease. The fine-tuning of the combustion chambers, the intake tract and the bearings ultimately helps, as does the V-shaped oil pan of larger volume, which improves the temperature balance of the lubricant and, unlike the series part, ensures that the oil pump always draws in oil and not air.

Less because of the thrust generated in this way than because of their manners, the dressage of the V12 is not easy right away. Modified by a longer Ohlins shock absorber and a wider rear wheel rim, the suspension reserves, ground clearance and the selection of modern tires, such as the well-coordinated Michelin Pilot Sport, increase. The longer shock absorber also helps to have a steeper steering head and thus improved handling, which, in contrast to the geometrically similar, significantly slower “real” Guzzi V11, does not cause any top speed unrest.

However, the steeper swing arm causes powerful gimbal reactions, and the radicalized fork geometry responds to braking in an inclined position with a smooth set-up. Characteristics that cause a good rodeo in a club, but which can be tamed by conscious driving. Actually nice and always satisfying when you have something like that under control. Sensitively guided, the V12 swings like a dream through the arches, accompanies the pilot in legendary lean angles, and creates the right environment for this ingeniously controllable engine to enthrall the senses in curves. Driving pleasure shines through perfection. As I said, by no means easy to drive, but sooo intense – long-term friendships are not just made that way.

All that remains to be discussed is the 35,000 marks for this hardly everyday crowd puller with a complete ABE. Between us: Few test motorcycles have attracted more attention than the martial dark blue Guzzi. No question, the thing turns on a lot more than the normal, somehow broad-necked Centauro. In addition to the impressive performance, it’s worth the few dollars more. Especially with such a purchase for life.

Technical data – Dynotec-Moto Guzzi V12 Centauro

Engine: Air-cooled two-cylinder 90-degree V-engine, crankshaft longitudinally, one high-lying, gear-driven and timing-belt-driven camshaft, four valves per cylinder, tappet, rocker arm, electronic intake manifold injection, engine managementBore x stroke 100 x 78 mm, displacement 1225 cm³Power transmission: five-speed gear Cardan chassis: central tubular frame made of square steel profiles, load-bearing motor, upside-down fork, sliding tube diameter 40 mm, adjustable rebound and compression damping, steel two-joint triangular swing arm, central spring strut directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 320 mm, four-piston calipers, rear disc brake, Ø 282 mm two-piston calipers. Cast aluminum wheels 3.50 x 17; 5.50 x 17, tires 120/70 ZR 17; 180/55 ZR 17, wheelbase 1470 mm; Trail: 88 mm; Steering head angle 64.8 degrees; Weight 235 kg; Weight distribution v / h: 49/51 percent. Top speed: 234 km / h Acceleration: 0-100 km / h 3.4 sec0-140 km / h 5.4 sec0-200 km / h 11.1 secDirection60 ?? 100 km / h 3.7 sec 100 ?? 140 km / h 4.0 sec 140 ?? 180 km / h 4.2 seconds Test machine price: (individual parts on request) 35,000 marks Manufacturer: Dynotec, Telephone 06243/5882, www.dynotec.de

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