Driving report Moto Guzzi MGS-01 Corsa

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Driving report Moto Guzzi MGS-01 Corsa
Gori

Driving report Moto Guzzi MGS / 01 Corsa

Adler learns to fly

In autumn she was one of the stars of Intermot. The MGS / 01 study caused a sensation not only among Italo fans. Now the Guzzi is running? and how!

Can a gearbox cover change the world? He can. He does it in the new Moto Guzzi MGS / 01. Because it is not only a cover, but also the most important element of a new frame construction. The artfully crafted aluminum part carries the gearbox bearings, and the swing arm bearings, lever system and torque support, footrest bracket and, last but not least, the master brake cylinder are attached to it. Insane, but useful. This is the only way to make a Guzzi easy to handle, the swing arm still long with little reaction and the weight distribution balanced. And the engine, this mighty, transversely built-in veteran of V2, gets the role in this machine that it deserves: the load-bearing one.
It’s easy for him visually. His
huge cylinders with coarse ribs signal brutal power. And acoustically, too, it leaves no doubt about its sporting ambitions. A feat, the muffler, nicely hidden under the rear, only barely dampens the worst combustion noise for the racetrack. MOTORRAD is allowed to test the very first prototype, the Corsa version with a 1225 cc kit engine.
Pressing the starter button wakes up the displacement giant. A shaking and trembling moves the engine, the gas jets cause it to tilt to the right, powerful mechanical noises emanate from the four-valve cylinder heads, a real Guzzi. The seating position is different. Gathered, pleasantly front-wheel oriented, as an athlete demands. From 3000 rpm the V2 runs smoothly, lets you feel something like smooth running and willingly hangs on the gas. The first bends are approached cautiously, the longitudinal crankshaft does not offer any resistance to changing lean angles, the Guzzi connoisseur has to get used to it. The fact that the six-speed gearbox is easy to shift, but does not always lock exactly, requires a few laps of practice. But now the engine should show what it’s made of. Command full throttle! Huups ?? the front wheel. Is there anything like that? A Guzzi who voluntarily goes on the rear wheel? Yes, not a mirage, real events. At 6400 rpm, 116 Nm drive forward. And that is only offset by 192 kilograms plus the driver. It gets easy up front.
The V2 hammers mercilessly up to 9000 rpm, then the electronics shut down. And the 122 hp of the engine, which is pepped up with Cosworth pistons and larger valves, is just the beginning. There was no time for more tuning. So enjoy the wide torque range, get the V2 air out of the huge 18.5 liter airbox and let the Pirelli slicks paint black lines. Hectic shifting maneuvers only cause unrest in the chassis due to the large centrifugal mass, downshifting is only possible with violent double-throttle bumps.
The chassis inspires even more than the roar of Motor. The shock absorber and fork respond brilliantly and look perfectly coordinated. Cardan reactions are almost absent, and even heavy braking is child’s play with the Brembo perimeter brakes and the fine Ohlins-
Fork, does not let the rear wheel stamp. Almost too handy, the MGS / 01 circles around the bends and doesn’t even take large slopes. A fun vehicle for the racetrack, not to be compared with
previous Guzzi. The fastest motorcycle built by the Italians in the last 30 years.
GIt is clear: Moto Guzzi is taking a huge step towards the future with the MGS / 01. Guzzi boss Roberto Brovazzo formed a new, young development team around ex-Guzzi tuner Giuseppe Ghezzi. However, he still has a lot to do. There are still many hurdles to overcome from prototype to production motorcycle. It should be ready in mid-2004. An 1100 version with 100 hp for the road is in preparation. Then the eagle should fly again.

Technical data – Moto Guzzi MGS / 01 Corsa

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, one laterally positioned camshaft operated by a toothed belt, four valves (inlet 36 mm, outlet 31 mm diameter) per cylinder, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, Ø 54 mm, air box 18.5 liters, Cosworth Racing pistons, electric starter. Bore x stroke 100 x 78 mm, displacement 1225 cm3, compression ratio 11: 1, rated output 122 hp at 8000 rpm, max. Torque 116 Nm at 6400 rpm Power transmission: primary drive via gear wheels, hydraulically operated two-disc dry clutch, six-speed gearbox, cardan. Chassis: central tubular frame made of steel, engine / gearbox load-bearing, Ohlins upside-down fork, slide tube diameter 43 mm, three-way adjustable, two-arm swing arm Aluminum, Ohlins central spring strut, three-way adjustable, double disc brake at the front, floating brake discs, diameter 320 mm, radial brake calipers, rear disc brake, diameter 220 mm, double-piston caliper. Wheels 3.50 x 17; 5.50 x 17 tires 120-70 / 17; 180-55 / 17 Chassis data: wheelbase 1420 mm, steering head angle 66.5 degrees, caster 97 mm, spring travel f / r 120/110 mm; Length 2010 mm, seat height 820 mm, dry weight 192 kg, tank capacity 18 liters. Price: Model Corsa available from spring 2004 for around 20,000 euros; Series 1100 cc and around 100 hp from autumn 2004 for around 15,000 euros.

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