Driving report Radical Guzzi Ristretto 1380

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Driving report Radical Guzzi Ristretto 1380

Driving report Radical Guzzi Ristretto 1380

Driving report Radical Guzzi Ristretto 1380

Driving report Radical Guzzi Ristretto 1380

Driving report Radical Guzzi Ristretto 1380

14th photos

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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What a transformation: the 1400 V2 of a current California implanted in a classic Tonti frame.

Driving report Radical Guzzi Ristretto 1380
Thomas Schmieder

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It’s love: TV and video man Kris Karathomas from Hamburg was “only” a customer at first, one of a maximum of five owners of a ristretto. But he is so enthusiastic about his tuned Italo machine that he took over the press work for Radical Guzzi.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Radical Guzzi Ristretto 1380.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Radical Guzzi Ristretto 1380.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Donated by a Guzzi 1100 Sport: open cardan universal joint in the middle of the filigree self-made swing arm.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Classic: snap-lid tank.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Aesthetics of technology: narrow tank, flanked by mighty oolytes.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Puristic: handlebar fittings from Motogadget.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Radical Guzzi Ristretto 1380.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Radical Guzzi Ristretto 1380.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Radical Guzzi Ristretto 1380.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Construction kit: Tonti frame with 1400 Cali V2, open frame triangle, closed disc wheels, self-made swing arm.

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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More engine in less chassis is not possible. Not much more show in a roadster. Long live historical inspiration!

Driving report Radical Guzzi Ristretto 1380
Rossen Gargolov

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Radical Guzzi Ristretto 1380.

Radical Guzzi Ristretto 1380 in the driving report

More engine, less chassis

What a transformation: the 1400 V2 of a current California implanted in a classic Tonti frame. More engine in less chassis is not possible.

D.u have only driven 500 meters, city traffic, rush hour. But one thing is already clear: How this large-volume V2 rattles and roars under you, smacks and slurps, trembles and lives – that is a monumental experience. Bass sound. It feels like you’re sitting on a breath of nothing, from which bulky cylinders with almost square valve covers protrude to the left and right, the size of a water bucket. Submissively, you bend down to the handlebars. Hopefully your jeans won’t go away in the open intake funnels, never to be seen again. The flat slide in the Keihins FCR 41 sip and chirp in their guides. You think you can watch pistons and intake valves at work. The Radical Guzzi Ristretto 1380 touches all the senses.

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Driving report Radical Guzzi Ristretto 1380

Radical Guzzi Ristretto 1380 in the driving report
More engine, less chassis

Radical Guzzi Ristretto 1380 weighs around 230 kg

The 1.4 liter engine of the Radical Guzzi Ristretto 1380 is almost standard, only the freely programmable ignition in the house style and its airways are completely new. The V2 exhales through a stainless steel exhaust system, the mouths of which point forwards on the left and right because of the sophisticated arches. Ceramic coating lets the entire exhaust system “shine” in matt black. Black, blue and silver are a stylish synthesis here. This motorcycle is a vision made matter – what works if you just dare. A “muscle racer” with an open frame triangle and a bold rear hump. A contemporary cafe racer, with style-defining but rather heavy “Revtech” disc wheels.

The former BMW designer Sylvain Berneron drew the styling, in the best tradition of his “holographic hammer”. Stefan Bronold junior from Radical Guzzi in the Upper Palatinate practically implemented it one to one. MOTORRAD readers may already be familiar with earlier conversions when his workshop was still called “Guzziladen”. Stefan made a motorcycle practically only out of metal. Almost nothing here is based on disgusting plastic, i.e. petroleum. Nevertheless, the weight of the Radical Guzzi Ristretto 1380 remained moderate, at around 230 kilograms. A lot of tricks were necessary to get the XXL motor in Lino Tonti’s classic frame with the short steering head; that pencil-thin, yet stable combination of well-measured triangles, trapezoids and parallelograms.

Limited to five copies

Stefan Bronold always has around 20 Tonti frames in stock. The engine mounts and rear frame must be changed before the new engine marries the historic chassis. Don’t worry, a Moto Guzzi California 1400 was not slaughtered here, but a brand new engine was ordered. And its crankshaft is extended in order to pack the alternator onto the front stump, just like in the past. It stands proudly behind the turned aluminum lid. In terms of approval, this is considered a motorcycle before 1984. The filigree-looking, five-kilo swing arm with brake and torque support on the Radical Guzzi Ristretto 1380 is self-made. It keeps unwanted cardan reactions in check. The cardan with an open universal joint comes from a Guzzi 1100 Sport.

The wiry tubular steel frame does not offer enough space for today’s six-speed transmission. So get on with it. Instead, Stefan implanted the five-speed box of a classic Guzzi. Knew how. The whole thing seems coherent and homogeneous. Radical Guzzi Ristretto In 1380 Radical Guzzi named this limited series of five. Named after a particularly strong, southern Italian espresso – a lot of coffee, little water. As with this Cafe Racer: a lot of engine, little chassis. You haven’t touched anything more sensual in recent years, at least not on two wheels. With the exception of another machine from Radical Guzzi, the pure, much more powerful driving machine “Fugitive”. It is just as sensual, only more active when driving.

Turning over 6000 is never necessary

“We wanted to show the potential of this brand, give Moto Guzzi a little development aid!” That’s what Kris Karathomas from Hamburg says. He is a ristretto owner and as a media man now also writes the press releases for Radical Guzzi. Kris and Stefan completely succumbed to the “Italian heartbeat”. The V2 got off the start with a lot of power, waiting impatiently for the clutch to engage. Turning over 6000 is never necessary because the performance does not increase subjectively. But in its very strong middle, the ex-cruiser makes nice joyful wheelies. Something like that is really an announcement for such a bogus. The gears like to get stuck (intermediate idle times!), You have to shift very cleanly. An old Guzzi quirk. The seating position on the Radical Guzzi Ristretto 1380 requires the ability to suffer, the knee angle is extremely acute. Long haul? Impossible. Stretched long over the spindly 20-liter aluminum tank, feet felt at the level of the rear axle. The butt reports after a short driving time. Far outside you have to place your feet on the rests, otherwise the pant legs will be sucked in by the open funnels. Attention: On the right side you accidentally touch the throttle cable.

But the humiliation has a meditative effect: At first you feel a bit silly, but that goes away after a few kilometers. Then you realize: this is a damn cool plane! It is not possible to downshift in the bend, otherwise the rear wheel will move. Everything has to be done beforehand. It’s not a real sports motorcycle. In spite of the moderately wide 180 mm rear tire, I don’t really want to go into the curve. You have to fight hard with the Radical Guzzi Ristretto 1380 to get it on track. But that also has its charm. The straight-line stability is bombastic. The Ristretto drives like on rails. A Guzzi ICE. It is reminiscent of a super sports car with a completely closed steering damper. An MV Agusta F4 donated their fork and brake system. Massive, finely crafted self-made fork bridges result in less fork offset. Maybe the follow-up is a bit too long.

From 45,000 euros – ready to drive, with TÜV and appraisal

The radial Brembo four-piston calipers feel really crisp without being angry biteers. Oh yes, in an inclined position the exhaust system comes into play. You would have to flex it at an angle, then it would work. Milling pleasure! But that also means construction here. Because Stefan Bronold makes an extremely large number of parts himself. A real compliment to the Radical Guzzi Ristretto 1380 comes from photo driver Tobias Munchinger, the wild dog of the very sporty editorial team PS: “I really liked the thing,” says the youngster, “optically full of bang!” Years not to be the core target group. Well, Stefan Bronold is only 30 …

Mille Grazie, Radical Guzzi, for a great experience. Machines of this kind give the eagle wings again, oh what: mighty wings. To move among Transalp and GS riders on this motorcycle feels like getting lost as editor-in-chief of the magazine “Beef” at a vegan get-together. Three Radical Guzzi Ristretto 1380 have already been sold, two are still available (as of January 19, 2016; editor’s note). At a collector’s price from 45,000 euros. The ex-cruiser is a case for true, loyal fans. And Moto Guzzi, this motorcycle manufacturer between dream, tradition (continuous history since 1921) and tragedy, really has plenty of that.

Conversion information Guzzi Ristretto


Rossen Gargolov

Construction kit: Tonti frame with 1400 Cali V2, open frame triangle, closed disc wheels, self-made swing arm.

The technology
Tonti frame with beams and rear bar (970 euros); Radical Guzzi swing arm (1899 euros); Disc wheels 3.5 and 5.5 x 18 ‘‘ (1650 euros); Stainless steel exhaust system with ceramic coating (2400 euros); Tank-bench combination aluminum blank with seat cushion (2750 euros); Speedometer with integrated digital ignition system (1100 euros); Generator complete including adapter set for 8V motor in Tonti frame (1070 euros); lighter clutch with reinforced springs (600 euros); Keihin flatslide carburetor with throttle grip, cables and funnels (1640 euros); Oil cooler with pipes (350 euros); reconditioned five-speed gearbox (1850 euros); Cardan drive 8/33 overhauled, (1600 Euro); Front brake discs with radial Brembo brake calipers and brake pump (1070 euros); hydraulic clutch including Magura pump (350 euros); CNC-milled footrest system (429 euros); Fork MV Agusta (used, overhauled, 1100 euros): triple clamps CNC-milled with steering stem (1160 euros); Headlights with brackets (208 euros); Indicator / license plate holder (280 euros); Aluminum fender with holder (300 euros); Alternator cover CNC-milled (279 euros); Battery box stainless steel / lithium-ion battery (320 euros); Aluminum splash guard (150 euros); LSL handlebar stub (180 euros).

Also possible: three different camshaft sets for 125 to 130 hp (1200 euros); Cylinder set 1450 cm3 (1400 euros); Motor kit 1700 cm3 (4750 euros).

Complete price depending on the equipment from 45,000 to 49,000 euros. All prices ready to drive, with TÜV and appraisal and one year guarantee.

Contact
Radical Guzzi
Stefan Bronold jun.
Nabburger Strasse 40
92521 Schwarzenfeld
Telephone 0 94 35/6 39 32 67
www.radicalguzzi.com

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