Ghezzi-Brian V-Twin Motard under the microscope

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Ghezzi-Brian V-Twin in the test

A Moto Guzzi Griso 8V becomes a Motard with a lot of steam

The Italian tuner Brian Saturno wants to put Guzzis with even more character than in series on the wheels. He is currently turning a Moto Guzzi Griso 8V into a Motard with a lot of power and a semi-active chassis.

Can that work at all a powerful one M.oto Guzzi Griso 8V to be trimmed for light-footed supermoto? It all depends on the point of view. In absolute terms, the latest development from the Italian mini forge Ghezzi-Brian does not pass as a supermoto, it is and remains too big, too heavy, too powerful. Viewed through Guzzi glasses, however, the transformation works: Compared to the series Griso, the V-Twin Motard looks sportier and much lighter, even if it has only lost 15 kilograms and still weighs an impressive four and a half hundred pounds.

Ghezzi-Brian V-Twin in the test

A Moto Guzzi Griso 8V becomes a Motard with a lot of steam

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The control element for active suspension control is located on the handlebars.

The tuner himself doesn’t care about the classification. “I always call them curve eaters. My goal was a motorcycle with a sporty character that is especially fun on country roads, but remains comfortable and is also suitable for a tour for two, ”explains Brian Saturno. He succeeded, as the V-Motard makes clear on the first few kilometers. The straight handlebar may seem too wide at first, but you soon get used to it. Because it is placed comparatively low, it enables an active, forward-leaning posture. This creates a good feeling for the front wheel and thus a relaxed relationship with the motorcycle. The hand protectors and the narrow front paneling provide pleasantly effective protection against the winter temperatures, which also here in the hilly hinterland of Milan, where Ghezzi-Brian is based, only barely above freezing point.

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Driving report Ghezzi-Brian V-Twin Motard.

The motor has a real surprise in store, which has been freed from all optical ballast and confidently focuses on its mechanics. With a larger airbox, two-in-two exhaust and new mapping, the engineer Saturno drove him out of the power hole that annoyed the series Griso in the medium speed range. In the range between 3000 and 6000 rpm, power and torque are improved by 20 hp or 30 Newton meters. That really gets the V2 going, it really pushes ahead. The V-Motard energetically tackles the hilly roads of her homeland, the snow-capped peaks of the nearby foothills of the Alps are rapidly approaching. Loss of performance was yesterday, today full draft is announced. Even the drafty temperatures are forgotten, the motorcycle in Ghezzi-Brian trim can be chased along the country roads so smoothly.

But the V-Motard has even more technical refinements to offer than the more powerful engine. One point of criticism of the Moto Guzzi Griso in all MOTORRAD tests is the lack of reserves in the series shock absorber. Brian Saturno also addressed this weakness. In collaboration with the suspension experts from the Dutch company Tractive Suspension, he gave the V-Motard a semi-active suspension. Not only can the usual riding modes be set, from a sporty gait in solo operation to leisurely tours for two with luggage. Rather, the special suspension strut adapts itself to the condition of the road and the driving style in no time at all using a sensor and control unit. The sensor developed by Tractive Suspension delivers 25,000 pieces of information per second to the control unit.

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The two-in-two exhaust gives the V-Motard a lot of steam.

The test on the semi-active example succeeds, as far as this can be determined in a test drive without direct comparison options. On a stretch of road with very poor pavement, which has been tackled several times for test purposes, the regulation seems to work, potholes and bumps are less noticeable than expected. The riding modes also work, they reliably switch the shock absorber from hard to soft or vice versa. The switch on the control unit can also be operated easily while driving and with thick gloves. It’s just a shame that the semi-active chassis leaves the fork outside; you can only adjust the spring base and rebound and compression stage damping manually, as before. But Ghezzi-Brian’s Dutch partners are already working on expanding their system.

The weaknesses of the series Griso have been eliminated, the V-Motard presents itself as a motorcycle with a strong character with successful engine tuning, high-quality components and fine workmanship. The only downer: ABS is missing, as with the Griso. Retrofitting a motorcycle that was not designed for ABS from the outset is extremely time-consuming, which is why Ghezzi-Brian refrained from doing so.

The price of 20,350 euros for the technically and visually unusual V-Motard is not exactly low, but still reasonable. All components are homologated and available in different kits, which enables individual and cheaper conversions. But is the V-Motard a supermoto? Basically it doesn’t matter, as its creator Brian Saturno says: "No matter what assignment you give a motorcycle – the main thing is that it’s fun."

Interview Bruno "Brian" Saturno

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Bruno "Brian" Saturno about his company Ghezzi-Brian and his Moto Guzzi conversions.

First of all: where does the nickname Brian, which is unusual in Italy, come from? But not from Monty Python’s "Life of Brian", right?

Bruno: (laughs) No, it has nothing to do with that. I used to compete in races, in the motorcycle sector on a 125cc MotoBi, but mostly in the two-man and four-man bobsleigh. I was Italian champion twice and also in the national team. Because Bruno didn’t sound that exciting, Brian became my racer pseudonym. As a tuner, I kept it.

Her former partner Giuseppe Ghezzi only migrated to Moto Guzzi a few years ago and is now self-employed. Who are you working with now?

Bruno: With a whole network of experts, most of whom, like me, live in Brianza, the Milanese hinterland. Neither I nor any other company my size in Italy today can finance permanent employees, so we work together on a case-by-case basis. That works very well.

They specialize exclusively in Moto Guzzi. Why?

Bruno: Because when we started, hardly anyone in Italy did that. Giuseppe Ghezzi and I built our first motorcycle for the Supertwins racing series, that was in the 90s. There were practically only Ducatis, and putting another Duc on the front row would have been dead boring. So we took a Guzzi and tuned it for racing and won the Italian championship in 1996. We made a small series of the motorcycle, and that’s how the whole story began.

But what was and is so fascinating about a Moto Guzzi that you have stuck with it to this day?

Bruno: Definitely the engine. That’s right, it shakes and shakes, is not really modern and relentlessly heavy – but it never disappoints you. We have already built everything to do with this engine, from the MGS-01 super sports car, which was also made by Ghezzi and me, to naked bikes and cafe racers to the new Motard. This unique, luscious V2 just fits any type of motorcycle, and it makes it easy for a tuner to add a lot of character to the vehicle. The Guzzi engine still casts a spell on me today.

Technical specifications

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The control element for active suspension control is located on the handlebars.

engine
Air / oil-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lengthways, one overhead, chain-driven camshaft, four valves per cylinder, rocker arms, bumpers, wet sump lubrication, injection, Ø 50 mm, regulated catalytic converter, 550 W alternator, Battery 12 V / 28 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan.
Bore x stroke 95.0 x 81.2 mm
Cubic capacity 1151 cm3
Rated capacity *
98.2 hp at 7100 rpm
Max. Torque*
113.2 Nm at 6200 rpm

landing gear
Bridge frame made of steel, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut, manually adjustable spring base and electronically controlled rebound and compression damping (Dynamic Damp Action), double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 282 mm, double-piston floating caliper.
Aluminum spoked wheels
3.50 x 17; 5.50 x 17
Tubeless tires
120/70 ZR 17; 180/55 ZR 17
Tires in the test
Metzeler Sportec M3

Dimensions + weights
Wheelbase 1554 mm, steering head angle 63.7 degrees, seat height 830 mm, weight without petrol 220 kg, tank capacity / reserve 17 / 3.5 liters.
Colors
according to customer requirements
Price test motorcycle
20,350 euros

Components
In addition to the complete V-Twin Motard, Ghezzi-Brian also offers the conversion components for the Moto Guzzi Griso 8V (1100/1200 cm3) in various kits.
1. “Body Work” kit. Tank, rear, bench, cockpit fairing, mudguards, LED indicators, handlebars, mirrors, license plate holder, double headlights, hand protectors: 3,720 euros (unpainted kit: 2,720 euros).
2. "Dynamic Damping Action" kit. Active regulation of the rear suspension and damping, including shock absorber, sensor, control unit and console: 1680 euros.
3. "Power Kit". Two-in-two exhaust with titanium silencers, larger air filter, new mapping: 2000 euros.
4. Spoked wheels for tubeless tires (in the color of your choice): 2000 euros.
5. Porter: 290 euros.
Info: www.ghezzi-brian.com

* Measurements from the Italian magazine Motociclismo

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