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motorcycles
Dynotec guzzilla
Dynotec guzzilla
Deus ex macchina
The ghost in the machine? it pounds, hidden somewhere between mechanics, burns and scurrying electrons. Where does he live and where can we find him? How does a motorcycle acquire its character, how can it be cultivated and enhanced. Or maybe never change? “Mister Guzzi” Jens Hofmann started looking for it years ago. His subject: Moto Guzzi. Its quintessence: the Dynotec Guzzilla.
Jorg Schuller
11/02/2000
The starting machine runs, turns the rear tire, engages the clutch, and in a briefly unwilling “Uffa-uffa-uffa” the pistons push themselves against the compression. Then there is the sonorous sound that only a 90-degree V2 produces. Soft, with a strong ego, on the one hand elegant à la Ducati 916, on the other hand metallic like a VTR-SP superbikes, initially braked at a moderate speed, tribute to the still cold oil. Soon the oil pressure gauge reports readiness for harder gas puffs, Guzzilla snarling, barking her impetuosity into the trembling surroundings.
Guzzilla is a Moto Guzzi. A Dynotec racing Moto Guzzi. And actually a strange motorcycle in principle. Your crankshaft rotates lengthways to the direction of travel, as do the gear wheels and shafts, and finally the cardan shaft. Tilting moments around the longitudinal axis are programmed when revving up, and the engine and transmission are long, the cardan shaft and swing arm are necessarily short with the desired short wheelbase, which guarantees clear drive reactions, especially in a powerful motorcycle. In addition, the cardan drive brings high unsprung masses to the rear wheel and makes it difficult to adjust the gear ratio.
Not the best basis for a racing motorcycle, but at least a guarantee for a few more detours on the way to the Olympics. However, such adversities guarantee an extremely attractive task: To achieve success despite obvious disadvantages, to make the seemingly impossible possible. »Mister Guzzi« Jens Hofmann, technician, tuner and jack of all trades Dynotec in Florsheim and also a racing driver, dared to approach and created an underdog who makes his world tremble.
Throttle after throttle, Guzzilla gasps more freely, a display in the cockpit signals a steadily decreasing injection time, apparently your V2 is getting up to operating temperature. After a short time it runs smoothly, greedily reacting to turning the right handlebars. Get on and acclimatize, because as a racer and unique piece, the Guzzilla fits Jens and his driving style as if tailor-made, whereas crooked and large feet need a bit of getting used to. Otherwise you sit perfectly, handlebar position, tank shape or bench form a real playground for the sports driver.
Guzzilla is for sure one of the most exciting Guzzi in the world. Fans know her and her ancestors from German and European twin championships, where Jens successfully drives them to the curbs. Like an aluminum altar, the engine dominates its appearance, confidently eliminates any doubt as to whether it belongs to the family, proudly sticks its two-valve round heads into the air.
Originally, the power plant – tribute to the current model range – comes from the sports tourism V11. But around that nothing stayed the same. The chassis, the silhouette, the add-on parts – during the many years of development, a motorcycle was created around the vastly modified V2.
First gear up ?? a must for the racetrack, but difficult to achieve with the series shift linkage. That and how it works also symbolizes the essence of the Guzzi construction kit. The five-stage rear derailleur itself comes from the four-valve Daytona and houses the shift pattern trick in the form of a backdrop cylinder from the venerable V7 Sport. That’s right, a component from the early 1970s fits perfectly into a gearbox that is twenty years younger. This unshakable persistence testifies to various aspects of the Guzzi story: from developmental clumsiness or simply from a lack of financial strength, but also from ingenuity and improvisational strength. Not necessarily a guarantee for a state-of-the-art image, but certainly for a legendary reputation.
The Michelin slicks are still cold, leisurely time is the order of the day. Time to contemplate the fine things. Amazingly low hand forces on the throttle, for example, or astonishingly short shift travel and yet low foot forces. “Just think about lifting the gas and pushing in the gear without the clutch.” Shifting gears too hesitantly takes a toll in the form of strong reactions. Knowing how, on the other hand, gears and load changes slip almost without reaction, almost eerily well. Qualities to which the engine fits.
Air-cooled, with a rather tame stroke-bore ratio and cumbersome valve train, it is not exactly the ideal basis for horse breeding with many children. Five millimeters more bore spice up the displacement, self-made pistons and heavily reworked heads set fire to the combustion chambers, a camshaft from in-house production the valves. The modified injection (see also MOTORRAD 21/2000) cultivates the power output, it is sucked in in an extremely voluminous carbon fiber airbox made by Heru, then disposed of via the respectable manifold system and beautiful SR racing mufflers.
123 hp at 8900 rpm, 118 Newton meters at 6500 rpm. The V2 pushes powerfully, from low, medium, high speeds, always easy to dose and nice and even. Borders on the wonderful is that it hardly ever expresses noticeable vibrations, runs almost as cultivated as a six-cylinder. He pushes the Guzzi vehemently in the direction of the braking zone, anchor, loosen, pass apex, accelerate out ?? The coordination of the actions is wonderfully harmonious, and cornering turns into a dream experience.
The work of the engine flows through the driver like a stream of energy, locking him into a vortex of experiences, which draws its power from what takes place as an explosion in the combustion chambers and is propelled via all kinds of mechanical detours. Noises formed from the hissing resonance at the air inlet and the rhythmic beats of the burns. In addition, the forces that push and pull on the driver, sometimes almost as if in free fall, sometimes short, hard movements, generated by the asphalt and the wind. In short: ride a motorcycle.
Few motorcycles bring it across as concentrated as Guzzilla. And only a few behave in such an exemplary manner. The power of the engine is always present, it pulls its course in an unprecedented manner, only does – and really only – what the driver commands it to do. Does not know any set-up moments when braking, does not want to go a wide arc when accelerating out. If there is no inclination correction, simply always draw the line given. Really a great, almost ingenious chassis that can do everything well and works unprecedented in an inclined position.
»1993 got ?? I bought my first Daytona. I sat on it, once up and down the street and then straight into the workshop. Flex here and steering head cut off. «A man of action, Jens. Even back then, the radical cut aimed to make the unit of frame and motor more compact and the swing arm longer. A development story followed, in the course of which not only the perhaps strongest Guzzi ever emerged? the four-valve engines delivered a massive 164 hp in the end – but also those with the best chassis.
Funnily enough, BMW contributed indirectly, because Hofmann’s friend Andreas Frose wrote a diploma thesis on the subject of “Stable central tube frame” there. What the Bavarians were theoretically interested in, Frose and Hofmann put into practice, garnishing the new chassis with a long “banana swing arm” by aluminum artist Martin Sauer. A huge step forward, but that’s not all: every training session, every race was an experiment at the same time, Hofmann tirelessly developed, worked out the best chassis geometry, the most suitable torque support on the cardan shaft, the ideal engine configuration and position, as well as maps, seating position, even a beautiful design. A job, the quintessence of which many large manufacturers could be proud of.
Jens Hofmann woke him up, the spirit in the machine. With ambition and know-how, in a way that could make the whole of Mandello sink red in shame in Lake Como. Perhaps a motorcycle like the Guzzilla can give important impulses to bring Moto Guzzi, directed by the giant Aprilia, to a new shine.
Dynotec »Guzzilla ??
Engine: Air-cooled V2, longitudinal crankshaft, bore x stroke 97 x 80 millimeters, 1180 cm³, two valves per cylinder, a Dynotec camshaft below, intake manifold injection, 90 kW (123 PS), many Dynotec goodies. Chassis: Frose steel central tubular frame, Sauer swing arm made of sheet aluminum, Ohlins racing fork, shock absorber and steering damper, each fully adjustable, PVM six-piston brakes with cast discs at the front, PVM cast magnesium wheels, wheelbase 1420 millimeters, steering head angle 66 degrees, caster 98 millimeters, weight distribution front / rear 50/50 percent, weight with a full tank of 178 kilograms. Manufacturer: Dynotec, phone 06243/5882. Price: from 55,000 marks
Technical data – Dynotec »Guzzilla ??
Engine: Air-cooled V2, longitudinal crankshaft, bore x stroke 97 x 80 millimeters, 1180 cm³, two valves per cylinder, a Dynotec camshaft below, intake manifold injection, 90 kW (123 PS), many Dynotec goodies. Chassis: Frose steel central tubular frame, Sauer swing arm made of sheet aluminum, Ohlins racing fork, shock absorber and steering damper, each fully adjustable, PVM six-piston brakes with cast discs at the front, PVM cast magnesium wheels, wheelbase 1420 millimeters, steering head angle 66 degrees, caster 98 millimeters, weight distribution front / rear 50/50 percent, weight with a full tank of 178 kilograms. Manufacturer: Dynotec, phone 06243/5882. Price: from 55,000 marks
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