Review Ghezzi-Brian Furia

Review Ghezzi-Brian Furia

Shaken, not stirred

Mighty Guzzi-V2, compact chassis: from this combination the Italian motorcycle manufacturer Ghezzi-Brian mixes a tangy cocktail of tradition and modernity.

It is the proportions of the Furia that surprise. The seemingly opposite in her.

Because although the many lovingly arranged details invite the eye to linger, the viewer always zooms back to the long shot. Amazed, realized what did not seem possible in this combination. The transversely installed V2, including the enormous length of the transmission, fits into a very compact chassis.
And how it fits. Nothing seems squashed or overloaded. There is also nothing built in from auxiliary units. It goes without saying that the engine of the current Moto-Guzzi V11 stretches its magnificent cylinders into the new surroundings, dominating them as ever. The message, however, that he announces in association with a short wheelbase, short tank and wide tubular handlebar, stands out unmistakably from the rather sedate Guzzi attitude, promises a very special kind of dynamic: archaic technology, but with pep, please. Ghezzi-Brian Furia: This is the agricultural machine for the global village.
So climbed up, started up. Indeed, the first expressions of life bring back memories of childhood, when Uncle Oskar woke his holder to life with a hand crank and the miracle of the internal combustion engine moved into the child’s world of experience with smoke and noise. Of course we had already ridden in the car. But we hadn’t realized what that actually meant. A wonder. One that shakes, buzzes, whistles and creaks. Something eerie and fascinating at the same time. Quite clearly: there are tremendous forces at work.
On the Ghezzi-Brian Furia, this awe comes over you again, and very immediately, because no unnecessary insulation material disturbs the dialogue between the driver and the vehicle. “As few parts as necessary” is the company’s philosophy, and it has been consistently implemented. The result: 198.6 kg with a full tank and a weight distribution of 99.5 kg at the front and 99.1 kg at the rear, which comes very close to the ideal of “total balance”. The Moto Guzzi counterpart, the V 11, brings ?? admittedly, with a larger tank ?? a considerable 247 kilograms on the scales.
It is clear that such a difference does not eke out its existence in the gray theoretical filing at the back of the head, but rather makes the difference between home-style cooking and gourmet platter when enjoying an appetizingly presented curve menu. If then there are delicacies in the form of a steering head angle that is very steep at 67 degrees and the light, forged OZ rims (Ghezzi-Brian promises a weight saving of 1.6 kilograms at the front, even 5.8 at the rear) and the whole thing with a publicly effective internal brake calliper on one 420 millimeter slice is served, enjoyment should no longer know any limits.
Don’t know either ?? basically. A merit of the combination of rustic engine dimensions and filigree trimmings, because the close proximity to the V2 ?? with long-legged people, the insides of the knees constantly polish the valve cover ?? with every ignition reminds you that propulsion is not a matter of course, but an ingenious achievement. The almost symbiotic relationship with the engine makes the driver aware that he is not only allowed to participate, he has to contribute to success as part of the system. At the top of the specification sheet for personal duties is avoiding hectic load changes, especially in an inclined position and especially at high speeds. Not so much because of the gimbal-typical erection moment, but because Ghezzi-Brian strives for lightness in the dimensioning of the idiosyncratic frame ?? a square central tube connects the steering head with the combination of airbox and swing arm mounting ?? probably an understatement. The Furia twists clearly when the drive influences on the rear wheel change. The second civic duty is directly related to this fact: the conscious and very careful handling of the clutch and transmission. The right gear (because of the shorter length, Ghezzi-Brian uses the old and decidedly stubborn five-speed instead of the significantly better six-speed transmission of the V11) should be engaged in good time and calmly before turning in. Then it goes around the corner in an impressively precise and neutral way, no erecting moment disturbs, the 41 mm Paioli fork, which is very tightly damped in the rebound stage, and the high-quality Öhlins shock absorber can easily cope with uneven ground. In view of the very agile basic chassis data (wheelbase of 1405 millimeters in the best athlete area) and the low weight, there is no insidiousness lurking at the exit of the curve, on the one hand a multi-adjustable steering damper, on the other hand, unfortunately, a less pleasing engine type. It falls into a deep adjustment hole between 3800 and 5000 rpm, from which it struggles to get out again, only to turn evenly and forcefully from 6000 rpm to the limiter at 9000 rpm and at least still on the dynamometer 88 hp to deliver.
The result of this unbalanced performance characteristic: a markedly low-revving driving style because the tractor-like thrust below 4500 rpm is basically sufficient and no one wants to torment themselves through the subsequent lull. Better still: It goes surprisingly well with the Furia, because in this speed range the clearly too loud rumbling from the Ghezzi central silencer in front of the rear wheel can only really be enjoyed. Even more: In combination with the finely adjustable and effective brakes and superb handling, it is the roots of motorcycling that are coming back to consciousness.
UThe newly awakened sense for the original is supported by the strong idea of ​​the old-fashioned engine, which works better than its contemporary ancillary units. In any case, the injection should be optimized because of the pithy vibrations, a pronounced constant speed jolt between 3000 and 3500 rpm and a country road consumption of 6.8 liters per 100 kilometers so that the engine can work just as well as a standard one. The fact that a motorcycle like the Furia built in small series does not lack further functional defects is perceived as less of a nuisance. Fitting inaccuracies in the tank paneling, a spare lamp that flashes after 100 kilometers of country roads, dim lighting for the instruments, no protection of the sliding tubes from falling rocks, no tools: you are inclined to accept it, even if it costs 17,720 euros (incl Additional costs) shakes rather than stirs.

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