Test, Moto Guzzi Bellagio
What is that now? Chopper, scrambler, naked bike? The fact is: Guzzi Pope Jens Hofmann has purged the Bellagio. With success. Now their repertoire easily ranges from relaxed cruising to dedicated heating.
All in one
D.he art of omission: It doesn’t necessarily have to be a very targeted reduction to the essentials.
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Bellagio concerns. The cylinders come from the 1200 shelf, the crankshaft from the 850 V2. All in all, that’s 936 cubic centimeters – and a cultivated appearance that fits perfectly with the dignified nature of the Bellagio.
Except for the aforementioned performance gap. Because no matter whether fat 1200 or only 940 cubic – in the middle speed range both Guzzi engine variants go through a valley of tears. Until Guzzi enthusiast Jens Hofmann (www.dynotec.de) starts.
What is he doing exactly? At this point Hofmann specifically reduces. Trade secret. "Just a matter of the head", the whole. Presumably he also leaves something out, cutting, so to speak, very targeted material removal, but "without exchanging parts" and "without manipulating the control unit. At a flat rate of 1200 euros (upon delivery of the motorcycle, regardless of whether it is a Griso, 1200 Sport or Bellagio, including disassembly, assembly and the necessary seals).
And even with the exhaust, it saves what it takes. The new system weighs around sixteen kilograms less, and a Stelvio accessory from the Italian exhaust manufacturer QD serves as a silencer. Hofmann charges 1650 euros for the system, which adorns a mighty interference pipe between the manifolds and whose muffler stretches towards the sky in the best racing style and only reveals a view of the spoked wheel guided by the single-sided swing arm.
The fake? Not at all, rather the reflection on what is necessary. Dynotec scrambler with built-in driving fun.
No question about it, that is the Bellagio. Just like the reduced rear, because Hofmann found the fender superfluous and installed a tiny diode rear light with indicators. He also saved a few plastic panels. Then lower the tank, raise the seat, mount an LSL Fat Bar handlebar with risers – and that’s what you can call a targeted reduction to the essentials. Hofmann calls it a scrambler.
How does he drive now, this Guzzi scrambler? One can make it short: essential. In fact, very substantially. Open the gas – and move forward. The way it should be when almost 1000 cubic centimeters are working in the engine room. A look at the performance curves can perhaps theoretically convey where the practical progress of the Dynotec treatment lies, because lo and behold: the crater of the drop in performance has disappeared. In view of the new qualities, however, a look at the curve can only partially replace a personal ride.
From the first meter it is a pleasure to enjoy the robust start. "Why don’t they build it that way at Guzzi??" The colleague’s astonished question sums it up. The V2 hangs cleanly on the gas, it growls mightily from the airbox, where, according to Hofmann "the medium pressure makes the music" and two K&N-air filter specifically reinforce pressure and sound. And around the top, the original Bellagio has never lacked revving. Nevertheless: The Dynotec cure packed everything on it, at the top by eleven hp and 17 Newton meters.
In view of these unexpected forces, it is a good thing that the chassis plays along easily. The Scrambler-Bellagio casually arrows into the corner under tension, the now more active driving position supports committed attacks. On the one hand. On the other hand, the roaring, pushing motor encourages you to stroll around. In short: the Dynotec-Bellagio offers everything in one. Only through deliberate omission.
Moto Guzzi Bellagio performance graph.
Moto Guzzi Bellagio
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying lengthways, one lower, chain-driven camshaft, two valves per cylinder, bucket tappets, push rods, rocker arms, wet sump lubrication, injection, Ø 40 mm, regulated catalytic converter, 350 W alternator , Battery 12 V / 18 Ah, mechanically operated two-plate dry clutch, six-speed gearbox, cardan, secondary ratio 44:12.
Bore x stroke 95.0 x 66.0 mm
Displacement 936 cc
Compression ratio 10: 1
Standard: 55.0 kW (75 hp) at 7200 rpm
Dynotec: 65.5 kW (89 PS) at 7600 rpm
Series: 78 Nm at 6000 rpm
Dynotec: 95 Nm at 5900 rpm
Tubular frame made of steel, telescopic fork, Ø 45 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, front double disc brake, Ø 320 mm, double-piston floating calipers, rear disc brake, Ø 282 mm, double piston -Swimming saddle.
Cast aluminum wheels 3.50 x 18; 5.50 x 17
tires 120/70 ZR 18; 180/55 ZR 17
Tires in the test Michelin Roadtec Z 6
DIMENSIONS + WEIGHTS
Wheelbase 1570 mm, steering head angle 62.0 degrees, spring travel f / r 140/120 mm, seat height * 820 mm,
Tank capacity / reserve 19.0 / 4.0 liters.
Weight with a full tank
Series: 240 kg
Dynotec: 224 kg
guarantee two years
Colours Black, gray metallic **
Price including additional costs
Series: 10,770 euros
Dynotec: around 13,500 euros
* MOTORCYCLE measurements, ** surcharge 130 euros
* MOTORCYCLE measurements; 1 Manufacturer information; Diagram: power on the crankshaft; Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5 percent.
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