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Driving report: MPC-Guzzi BB1
The Guzzi from MPC
Powerfully drilled and with a displacement of over 1400 cm³, the Griso from the Italian company MPC, which has been strengthened to 135 hp, wants to beguile performance-hungry Guzzi fans.
The smart man in his mid-thirties in his black Porsche Cayenne Turbo was probably a stressed banker on the way to an important appointment and was in a hurry. Why else should he have regularly completed the hundred meters to the next red light with screeching tires and full acceleration? Whatever bothered him, he should have kept a closer eye on his surroundings. The inevitable clonk when engaging first gear could hardly be overheard, but apparently he had ignored the rider lurking next to him in the saddle of the MPC-Guzzi BB1 (BB stands for Big Bore). When the traffic light turned green, the abbreviation immediately gained a new meaning for the Porsche driver: BB = evil embarrassment.
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Driving report: MPC-Guzzi BB1
The Guzzi from MPC
Gadda
The MPC-Griso lets the asphalt burn on the road.
As a basis for this, the crankcase of the four-valve engine of the once rather unsuccessful Moto Guzzi Daytona seemed just right, adjusted with a welding torch to make room for the larger bore. The enormous 106.3 millimeters value was taken from the racing engine, but because the regulation-related displacement limit of 1350 cubic centimeters did not play a role, Mariani opted for a series crankshaft with a full 80 millimeter stroke, finely balanced, of course: a mighty 1420 cm³ is created in this way . The special forged pistons each have three piston rings of American origin and have to digest a compression ratio of eleven to one plus a subsequent mixture explosion. The real highlight, however, is in the cylinder head: two huge titanium valves with three valve springs each (two normal, one to dampen vibrations), beryllium bronze valve seats and an unusually small valve angle of just eight degrees. "We developed the camshaft ourselves", so Mariani. "We looked at what the best Americans conjure up here on cam profiles and what enormous valve lift in connection with high speeds of up to 9000 / min they realize."
With the MPC engine, too, the valve lift reaches impressive values, at least 15.5 millimeters for the intake valve and 14.5 millimeters for the exhaust valve, and it is also adjustable. The inlet ducts are more cranked towards the middle of the bike, the elimination of the two throttle valve housings on both sides creates knee space and is thanks to the central 65-millimeter housing from Dellorto under the seat bench. The fuel is fed to the V2 via an injection nozzle shortly before the inlet valve, the exhaust gases escape through generously dimensioned exhaust ducts and manifold pipes into the catalytic converter and the series muffler. "We had more problems with the noise regulations than with the emissions regulations", adds Mariani. "But we did it and were finally able to advance the ignition to 29 degrees, which contributes to the smoothness of the engine." In fact, the mighty MPC motor vibrates less than its series counterpart, and the gas can be controlled easily and precisely. It is hard to miss, however, that the standard silencer only does its job half-heartedly, albeit allegedly in the legal area.
Gadda
Handling and braking effect do not differ from those of the series Griso. In the stand, the MPC can only be recognized by its discreet carbon parts and the logo on the valve covers.
The first trip with the BB1, which is around 12 kilograms lighter than the series Griso, proves that the 1420 block has a lot of steam. The promised 135 hp seem realistic, as well as almost 150 Nm of torque at 5500 tours. But in addition to full midrange power, the MPC-V2 also offers an extra kick at 6300 rpm along with the associated ease of turning. If desired, the BB1 can also lift the front wheel in second and third gear by turning the gas. The better knee grip is also pleasing, nothing disturbs the close contact with the bike, which gives the rider a more active, confidence-promoting sitting posture. If you want to know, you can read 208 km / h on the digital speedometer in last gear, when the limiter gently locks at 7800 rpm. If you wanted the series-produced Griso brakes more snappy, this would be an urgent problem for the powerful BB1. But this would drive up the already tight price of 23,800 euros just as much as the optionally available Ohlins spring elements. Regardless – there will certainly be some enthusiasts who are worth any price to show snooty Cayenne drivers with a supposedly antiquated, but huge bumper-controlled two-valve engine in a neo-classic guise, where the hammer hangs. Violence is not a solution? Sometimes it does.
Technical specifications
Manufacturer
Air supply location: The air filter and the mighty Dellorto throttle valve housing including the special AirOne aluminum air chamber extend to under the seat.
Engine:
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying lengthways, one underneath, chain-driven camshaft, two valves per cylinder, bumpers, rocker arm, injection, Ø 64 mm, regulated catalytic converter, hydraulically operated two-disc dry clutch, six-speed gearbox, cardan shaft.
Bore x stroke 106.3 x 80 mm
Displacement 1420 cc
rated capacity 99 kW (135 PS) at 7100 rpm
Max. Torque 146 Nm at 5500 rpm
Landing gear:
Bridge frame made of steel, up-side-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, CARC single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston -Fixed calipers, rear disc brake, Ø 282 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Mass and weight:
Wheelbase 1550 mm, seat height 800 mm, weight with a full tank of 231 kg, tank capacity 17 liters.
Colours Bronze, black
price excluding additional costs approx. 23,800 euros
info www.millepercento.com
The founders of the MPC company
Manufacturer
The two company founders: Giovanni Mariani (left) and Stefano Perego.
The idea of a sporty Guzzi that exudes real fascination connects Giovanni Mariani (left) and Stefano Perego. Engine builder and emissions specialist Mariani has enjoyed a good reputation as a creative tinkerer who has always thought outside the box and broken new ground since the 1970s. Among other things, he created the rotary valve-controlled 50 cc two-stroke engine with which Lazzarini became world champion in 1980. His collaboration with well-known figures such as the Vertemati brothers led to the development of a 250cc four-stroke engine under the brand name VOR. This project has since been taken over by Gas Gas and the engine is scheduled to go into series production in 2011. Mariani has been working on the BB1 engine since 2004, but also uninhibitedly drilled Ducati engines to 1341 cubic centimeters suitable for racing, which were used quite successfully in Battle of Twins races.
Stefano Perego can boast of having one of the largest Moto Guzzi stores in Italy with his company Millepercento (one thousand percent). His idea was to found a small special manufacturer (similar to Bimota, but with the opposite sign), i.e. to transplant his own motors into series chassis. The MPC company is based near Monza, only about half an hour’s drive from the Moto Guzzi factory.
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