Table of contents
motorcycles
Four tuning guzzis
Four tuning guzzis
The dream interpreters
Ivano Beggio dreams of a successful Moto Guzzi future that combines the Guzzi-typical and the modern. Four enthusiasts show in very different ways what this future could look like.
Stefan Kaschel, Werner Koch
11/9/2000
Those who want to look into the future are mostly dependent on palmistry or astrology? more is not possible. The new Moto Guzzi boss has it easier. All he has to do is look around the scene to find creative solutions for the V2.
There is, for example, the 1100 Supertwin from Ghezzi & Brian The successful attempt to minimize the motorcycle. A machine to look at, crawl in, lie under – for hours. It is clear at first glance: The craftsman is in charge here. Function has priority, but function also has forms. Clear and straight. Like the frame, which is reduced to the bare minimum and uses the engine for stabilization, with short straight steel tubes and square profiles that also serve as an air filter box. Simply great.
And then these brakes. Ensure crowds of people at every gas station. Brake calipers encompassing inside ?? This is the technically correct name of the Italian braking system. In real life, however, it was rather dubbed pure madness by the amazed audience. And the best thing about it: It actually works. Extra fine to dose and full of action. No wonder, with the 420 millimeter outer diameter of the giant discs floating on the rim, the four-piston calipers have an easy job.
It also works in other areas Ghezzi & Brian Guzzi almost perfect. She slips flawlessly around the tightest hairpin bends, curves razor-sharp through fast arcs and has an open ear for all steering commands. Even if the Guzzi requires powerful steering impulses due to the noticeably increasing stiffness above the highway-compliant speed limit, tricky alternating curves are their very own territory.
At the front in the common 120 format, at the rear with a slim 160 Dunlop D 207 tire, the red bends without resistance in acrobatic inclines and remains stable on the track. The Paioli fork and the Bitubo spring strut, which is loaded via a reversing lever, iron even highly damaged asphalt as smoothly as possible, but would have to be two levels harder for journeymen who dare to hunt Japanese plastic bombers.
Despite all the sportiness, the Ghezzi spoils you & Brian her rider with a slender and comfortable tank-bench combination, with his hands gripping the handlebar halves to match. The engine accelerates spontaneously, no jerking, no twitching. Instead, thunderous thrust from two beer mugs large pots, which cannot hide the fact that the test copy only has measured 83 hp instead of the promised 94. Ironically, in the middle speed range, where life happens on country roads, a certain tiredness spreads, which only gives way to a still very entertaining maneuverability in the upper speeds.
And so it happens that when you turn the 1100 cm3 engine with pleasure, the sheer force of the flywheel mass running lengthways to the direction of travel is thrown into the cross after every gear change, which is thrown Guzzi off course for a brief moment. Nevertheless, you always like to do it. Because this massive V2 engine has had its sporty premiere in the early 1970s Moto Guzzi V7 Sport has lost none of its fascination and idiosyncrasy into the computer age.
Change of scene: Dynotec V11 sport. Owner: Jens Hoffmann. A good name in Guzzi circles. Because he is someone whose heart beats to his neck at the sight of a Mandello V2? and who nevertheless does not freeze in awe, but has been lending a hand himself for years. The maxim for his personal V11 version: eliminate small weaknesses, preserve the character.
The first thing he did was take the cylinder heads. Self-made camshafts, carbon-coated valves, new valve springs, valve seats and combustion chamber machined. Combined with double ignition, BMC air filter, modified injection system, conical manifolds and BOS silencer with ABE: you have a whopping 106 hp at 7600 rpm.
Of course, this value does not say anything about the way in which the V2 works after this cure, because test benches are a very sober affair. The Dynotec V11, on the other hand, becomes a matter of the heart from the very first few meters. Bollert off, as if there was no tomorrow, immediately transfers the full two-cylinder stroke into the pilot’s stomach, storms straight out of the depths of the speed limit without dents in the revolution zenith, and then finds an accurate connection in the next gear. This has nothing to do with the synthetic power development of a row four. On the contrary: the extroverted performance in combination with the constant presence of mechanical noises ensures the utmost driving and listening pleasure.
Under the motto “maintain maneuverability, increase stability”, Hoffmann took on the chassis, reduced the triple clamp offset in order to stabilize the well-known ailing straight-line stability. So that this is not at the expense of good handling, the V11 now features super-light PVM forged rims. A six-piston brake system from the same manufacturer is used for deceleration. The damping work in the rear is carried out by an Ohlins shock absorber with a wider adjustment range, which can be better matched to the rather soft, standard Bitubo fork. The changes are completed by an Ohlins steering damper, MR handlebar halves and a longer lever for braking torque support, which take the sharpness away from the load change reactions.
Converted in this way, the Dynotec V11 remains a V11, but is more balanced. Bends as light as a feather into the corner, thunders out powerfully in order to eagerly rush into the next one, lies at a steep incline and does not allow itself to be disturbed by rough road bumps. As before, however, the following applies: This dynamic is only accessible in all its breadth to those who fully engage with Guzzi. To come to terms with the arbitrariness that still exists during load changes and not be irritated by the fickleness of the frame at high speeds. Jens Hoffmann therefore wants two things above all for the next Moto Guzzi generation: a stiffer frame and a shorter transmission. The latter would allow the use of a longer swing arm. And that would make life much easier for sporty Guzzis.
The Italian cruiser model was taken by Hans Peter Length, head of Moto Spezial in Gomadingen in Swabia. With the Sportiva 1100 i, he created a new Guzzi around the heart of California ?? pardon, Moto special ?? how it couldn’t be more classic. But length would not be length if he hadn’t given his Sportiva exceptional technical solutions despite its conservative appearance. The showpiece: an injection system that uses the standard fuel pump, sensors and injection nozzles, but is freely programmable and whose control center is housed in the combination element, also manufactured by Moto Spezial itself.
In addition to the exemplary response behavior under all load conditions, the Swabian cure brought a decent 80 hp, G-Kat-cleaned exhaust gases and an Upper Swabian virtue: 2.6 liters of fuel consumption at a constant 100 km / h and only 5.5 liters at a speed of 160 are self-sufficient on the Alb as economical. On the other hand, the equipment of the Sportiva was not skimpy. Everything noble, everything dignified. Upside-down fork with roller bearings instead of plain bearings, air suspension struts, fine spoke wheels, plastic-coated frame, milled footrest brackets, in short: actually too good to drive.
Anyone who does it anyway will experience a pleasant surprise: The Sportiva drives as good as it looks. Or better so stately. Swings gracefully, elegantly and precisely around bends of all kinds, while the driver, with a gentle movement of the throttle, determines the speed at which the lands pass him. Sportiva 1100 i ?? that is a Guzzi feeling in a very unobtrusive, but at the same time very pointed way.
Paolo Gattuso has little to do with that. Only one thing counts with his Guzzi: be quick. That is why the Italian teamed up with two other Guzzi maniacs and quickly designed completely new, water-cooled heads and cylinders. There, the inlet ducts now lead in a streamlined way from above into the cylinder heads, where two overhead camshafts control four valves. Mixture preparation is in turn handled by the injection system developed by Lange under the direction of Peter Grobhans. Equipped in this way, 110 hp on the rear wheel should already be possible on a Le Mans III basis.
Around this wildly jagged engine, the Italians built their own chassis with an aluminum central tube frame, a self-made swing arm and Paioli racing fork. Alone: The Gattuso-Guzzi was not that successful yet. The engine would break too often. A problem that Ivano Beggio would certainly be able to master. If his dream V2 had four valves and water cooling.
Guzzi specialists
DaS Mototec 73577 Birkenlohe Telephone 07176/3729 Dynotec GmbH 67592 Florsheim-Dalsheim Telephone 06243 5882 Fennen & Bley26215 WiefelstedePhone 04402 / 960202HTM Moto52076 AachenPhone 02408 / 1761In Team Motorradladen91572 Bechhofen Phone 09822 / 323Kramer 65795 Hattersheim-OkriftelPhone 06190 / 74317Moto Spezial72532 GomadingenPhone 07385 / 1692P & W 49124 Georgsmarienhutte Telephone 05401/31517 Stein-Dinse GmbH38112 Braunschweig Telephone 0531/210210V2 Moto GmbH10997 Berlin030/61280490
Related articles
-
Triumph Street Triple – Series, Cup, Tuning
K motorcycles Triumph Street Triple – Series, Cup, Tuning Triumph Street Triple – Series, Cup, Tuning Family Day Content of Three sisters: they have a…
-
Tuning and conversion guide Suzuki GSX-R 1000
Andreas Feulner 15th pictures Feulner 1/15 Performance and electronics – in these areas Suzuki has neglected the GSX-R 1000 badly. Nevertheless, it is…
-
PS-TuneUp Triumph Daytona 675 race track tuning
Feulner 17th pictures Andreas Feulner 1/17 PS-TuneUp has set itself the task of forging a good racing athlete into a hot race track sweeper with the…
-
TuneUp 2.0 Tuning and Conversion Guide Honda Fireblade
Ines Mannl 17th pictures Ines Mannl 1/17 Don’t worry, it has to be that way! Even if this Honda is not ready to drive, it all serves a higher goal!…
-
jkuenstle.de 15th pictures manufacturer 1/15 There are many wearing parts in a brake system. First and foremost, these are the pads, brake fluid and the…
-
Schwab Sports & scene History of motorcycle tuning History of motorcycle tuning Tuners have never had it harder Content of About 50 years ago, motorcycle…
-
Noble tuning for Triumph Tiger
accesories Noble tuning for Triumph Tiger Noble tuning for Triumph Tiger Silver lion Thomas Schmieder 05/04/2004 Regardless of whether it is a »silver…
-
Suspension special: Part 8 – fork tuning
Jahn accesories landing gear & Spring elements Suspension special: Part 8 – fork tuning Suspension special: fork tuning What are the real benefits of…
-
Yamaha TRX 850 tuning with TuV
motorcycles Yamaha TRX 850 tuning with TuV Yamaha TRX 850 tuning with TuV Full pipe Two slim mufflers with a crisp sound and fine Mikuni flat slide…
-
BMW S 1000 RR Tuning PS-Tune-Up
Andreas Feulner 36 pictures Andreas Feulner 1/36 Tuning measures for BMW S 1000 RR models up to 2016. Andreas Feulner 2/36 Tuning measures for BMW S 1000…