ScuRoo

I’ll have to double check when I get back to my bike - but just by searching I think it’s this little unit https://www.dicksmith.com.au/da/buy/powertech-6v12v-7-state-intelligent-lead-acidlithiumlifep04-battery-charger-mb3902/

FYI - Living in hot country (lithium’s don’t like cold apparently) I decided to experiment & installed a lightweight LiFePO4 battery some 18+ months ago... A whole 600 grams worth - which is literally like a pack of cigarettes in weight. Is 0.6kg equivalent to like 1.32 pounds? (Not sure if there’s a difference in UK 🇬🇧 vs USA 🇺🇸 pound variance..) Over 200 CCA which is more than a PC545 Odyssey I seem to remember.. The LH7L-BS is suitable for spinning over thumpers up to likes of Husqvarna 570cc so I figured if it can spin over one big cylinders compression it’ll probably cope with two per cycle. So far so good! Convert 👍😊 Ps. Before I developed confidence in battery I would fully top up before setting off for ride... amazing speedy charge rate of 15-20 minutes before charger green light lit up. Easy https://www.batteriesdirect.com.au/shop/product/21870/lh7l-bs.html

As an assertion this begs the question - does Piaggio waffle in isolation as some marketing USP - or does every motorcycle company have the same waffling modus operandi? There’s lies, damn lies & then there’s statistics! Translated: The crisis does not sink the two wheels. Maxi alliance in sight on the electric by Simonluca Pini After the close of 2020 with a drop in sales of 8.9%, in February the decline is even more contained: -6.35%. Piaggio Group, Ktm, Honda and Yamaha sign a letter of intent for the development and production of interchangeable batteries March 29, 2021 A little more than a year has passed since the onset of the Covid 19 pandemic and many habits of Italians have changed, especially in terms of mobility. With the need to keep a greater social distance and avoid closed and crowded places as much as possible, motorized two-wheelers have proved to be the ideal vehicle for daily mobility. Thanks also to this aspect, the sector did not have a collapse like the four-wheel market, closing 2020 at -8.9% against -27.9% for cars, and for the year that has just begun, the February numbers suggest a recovery of the entire sector. To the need for mobility is added the desire for freedom, a sensation amplified by driving a motorcycle along the thousands of fascinating routes available in Italy from North to South. For this reason, the manufacturers have launched and will shortly present a long list of innovations capable of satisfying the demands of every motorcyclist, starting from unpublished scooters such as the new Piaggio Beverly up to the super sports cars of the caliber of the Ducati V4 SP. 2021 will also be the year of the celebrations for the century of Moto Guzzi's life, born in Mandello del Lario in 1921 and ready to celebrate the prestigious milestone with eleven new models and with a motorcycle rally in September that will attract fans from all over the world. as well as for the 75th anniversary of the Vespa. Passing through the Aprilia house, the new Tuono 660 stands out, while Ducati focuses on a long list of new products such as Monster and Multistrada V4. In the Touring sector there will be the greatest competition on the market, with the Benelli Trk 502 that will do everything to confirm itself as the best-selling in Italy while the renewed Bmw R 1250 Gs will have to contend with the long-awaited Harley-Davidson Pan America. For the Milwaukee brand it represents a real bet but the ingredients for success are all there starting from the liquid-cooled twin-cylinder engine of 145 horsepower. In this list of news we cannot forget the Japanese front, starting from the renewed Honda Sh 350 up to the unpublished Yamaha Mt-07 and Mt-09. Among the novelties, the models destined for the electric market stand out, with the Italian Askoll able to sell its scooters directly on the web. As with cars, also in the motorcycle world the electric will lead to new technological-productive partnerships. Piaggio Group, Ktm, Honda and Yamaha have signed a letter of intent for the creation of a Consortium operating from May which will have the task of developing interchangeable batteries. This will also lead to the birth of international technical standards, with the aim of reducing costs for the entire supply chain. Returning to the numbers, in February the market showed strong differences between motorcycles and scooters: while the former recorded a significant growth (+ 18.89%), with 11,037 vehicles registered, motorcycles recorded a decline of 7.4%. , corresponding to 8,226 registered vehicles. Overall, registered vehicles totaled + 6.04%, equal to 19,263 vehicles placed on the market. Double-digit decline for mopeds, with 1,268 vehicles sold and a loss of 24.66% compared to the same period last year. In the first two months of the year, registered vehicles - thanks to a negative January and the poor performance of the motorcycles in February - recorded a drop of 3.79% equal to 31,569 registered vehicles. The good performance in February brings the scooter market in parity (-0.22%) equal to 17,055 vehicles, while motorcycles remain in negative territory with a decrease of 7.67% and 14,514 vehicles sold. The total market partially recovers the volumes lost in January, but nevertheless closed negative with a decrease of 6.35% and 33,978 vehicles placed on the market. If on the numbers front we will have to wait a few more months to be sure of the recovery of the market, good news arrives on the exhibition front. Honda has confirmed its participation in the next edition of Eicma, the International Bicycle and Motorcycle Exhibition scheduled from 23 to 28 November in the pavilions of Fiera Milano, in Rho, and soon other manufacturers will announce their presence. https://www.google.com.au/amp/s/amp24.ilsole24ore.com/pagina/ADoD2xOB

Touché!

Here I’ve selected recent pertinent quotes from translated links indicating current thinking/plans: The birthday present? "It is a very secret model, it will have a new engine and many other innovations that Guzzisti expect". “Yes, we are studying whether to go to lower displacements but not soon, also to meet young people. An entry level is not planned for the V85 TT enduro, rather we could think of variants of motorcycles with smaller displacements on crossovers. We work to create engine and chassis platforms on which to adapt different models. This next bike will be the basis for others. The new course of the second centenary will be seen in Mandello and Eicma " "But no, California does not die, sooner or later it will come back", Zanolini reassures us “An electric Guzzi? Nobody will escape from this - Zanolini tells us again - even if today we are still far away as a concept for the brand. We are certainly working on it with a dedicated division of the group and, when we consider it a mature technology, we will do it seriously ". https://www.google.com.au/amp/s/www.repubblica.it/motori/sezioni/moto/2021/03/12/news/cent_anni_da_guzzi_storia_e_futuro_di_un_fenomeno_tutto_italiano_diventato_globale-291908675/amp/ Communications Director of the Piaggio Group. “The Guzzi World Days will conclude a long series of events celebrating our centenary. On that occasion we will kick off two very important projects. The first is that which concerns the refurbishment of the Mandello production site. There is no other factory in the world in such an iconic location and so tied to the territory. We will present the project for the new plant and a very important experiential area within it, which means that the Piaggio Group believes in the production of Moto Guzzi in Mandello and has no intention of taking it to India, China or Thailand as many do. our competitors. “, reveals Zanolini with legitimate satisfaction also for this last not just underlining. What about the vehicle fleet? “We are working on the Moto Guzzi of the new centenary, the first of the second century of life. We will unveil it in Mandello, it will be a new bike, with a new concept, a new engine. Something that has never been seen in Guzzi until today. We want to start our second hundred years with product innovation, always remaining faithful to the heritage and values that have always inspired Moto Guzzi. " Mandello is confirmed as the true and irreplaceable heart, industrially but also from a philosophical point of view. .... Let's go beyond Guzzi and talk about what the bike represents today. Perhaps the strongest symbol of a desire for freedom that we have never felt so strong as today. “People no longer take public transport as before, those who have to come to work in big cities want to move with greater autonomy. After the first lockdown where many people have returned to the bike or have arrived at the first bike to enjoy the holidays in a slightly different way. It was difficult to use trains and planes. What is the best way to travel? The motorbike. Over time, this desire to use the bike for the pleasure of having fun, for the pleasure of riding it, is reconsolidating. It was a feeling that was getting old. The average age of the motorcyclist was rising alarmingly in the Western world. This wind is bringing fresh air that we love so much. Guzzi has always been synonymous with the journey in the mind of the momcyclist. The Guzzista has always been considered a great traveler. This moment shows us a positive light for motorcycles in general. " Do you expect the numbers to grow too, which translate into more sales? “We expect positive numbers Although we do not have a huge range, perhaps we are in the best condition compared to the period. With the V7 we have an excellent entry level, an easy and non-demanding bike in terms of costs and performance and can also be ridden by a motorcycle novice. Or it can be an excellent return bike for those who have temporarily abandoned them. With V85 we go into the world of more structured travel. This compactness of the range, which for us is a starting point for rebuilding the range of the future. " .... Is it still possible to attract millennials? "The authentic old-fashioned Guzzi driver is there and will always be there. In recent years Moto Guzzi has done a lot to rejuvenate its target. When I arrived at Piaggio in 2013, I told my 19-year-old nephew that I was starting this new experience and told him about the brands that were part of the galaxy. And when I named him Moto Guzzi he said to me: does it still exist? Then I started thinking, namely that if a 19-year-old knows what Moto Guzzi is but he doesn't know it still exists, then we have a problem, not even a particularly small one. The work that has been done in recent years, focusing heavily on the V7, which was perhaps the least Moto Guzzi, given that the classic Guzzi drivers were thinking of California, paid off. Many new drivers and many girls were very attracted to the V7. It represents a different language. We found ourselves speaking a language much closer to young people. Not having made radical innovations but having ridden the true Guzzi nature, that is of a simple, beautiful, not too expensive bike, with a style of his own for many years has been a winner. On top of that, the ease of customizing it, things that were only the preserve of Harleys, helped. We have created an official accessories catalog, something that previously only existed for American or British motorcycles. We have created quality merchandising. We invented the Moto Guzzi trophy, we brought the bike back to the track. Ten years ago the average Guzzista was over 50, now we can say that we have lowered this average by 10/12 years. " How important is it to be part of such a diverse galaxy as the Piaggio Group? “The technical engineering advantages are evident. We can afford to invest on a large scale in technologies that are used by all. Cultural contamination is fundamental. We remove ourselves from the risk of being too self-referential, from the tendency to feed only on that world. We are very multifaceted, we go from the 14-year-old scooter to all the higher targets. We have assigned a function to all brands. Vespa is life-style, Aprilia is the adrenaline of racing, Moto Guzzi is travel, Piaggio is commuting, or mobility, above all metropolitan. Everyone draws from other worlds what it takes to complete their own. If Guzzi had not been part of such a group, guaranteeing its survival would not have been possible. Everything contributed to making Guzzi grow. Six years ago we invented the "motoplex", we already have 800 in the world. They are stores that bring all four of our brands together. We have given many points of sale the chance to survive that perhaps with the Guzzi brand alone they would not have had. " Happy birthday, dear Moto Guzzi centenarian. https://www.google.com.au/amp/s/mobilita.ilfoglio.it/mobilita-in-arrivo/moto/moto-guzzi-compie-100-anni-ma-si-sente-giovanissima/amp/

Also, in the spirit of fairness let’s add these as another point of reference...

“...the most butt ugly fairing.” Pfffft! A Hollywood helmet comparison? Really? Seen worse. (Eg.) Guareschi’ Carc platform Varano effort is laudable and as close to the MGS-01 as the brothers can adaptively get. Of all people they with their racing history should know! Colaninno’s description of the new 2021/22 engine as extraordinary in terms of performance & technology simply sets the bar higher for the new bike. What’s not valid or understandable in that concept? Conceptual discourse in relation to Colaninno’s announcement makes sense but nitpicking over details yet to be revealed can be a bit like can’t see the wood for the trees. What the devil is the point? Open to enlightenment tho... 🥸

Peering at a fuse box in a Scottish factory, he said: “It looks as though it was put in by an Indian.” He later backtracked: “I meant to say cowboys.” ...I remember well the media beat up outrage at this infamous Prince Philip quip - but the deft recovery reported a few days later made it all the more infinitely hilarious - an absolute classic!! He was a great irreverent wag - the Queen will miss that for sure! End of an era HRH.

https://m.facebook.com/guareschimoto/videos/1022466584936905/ This is the music! Still the benchmark Colaninno’s recent announcement has to exceed - anything less would put lie to the claims of ‘extraordinary...’

FYI: ULEB The Ultra Low Emission Bike is a cooperation between GET Gas Engine Technology BV and htm-moto. The decisive factor for the development of the Ultra Low Emission Bikes was that the number of newly registered motorcycles worldwide increases every year, but the requirements for the "cleanliness" of the exhaust gases are disproportionately low. Source: Federal Environment Agency Germany The basis for achieving the EURO 4 standard for a motorcycle is the use of the most modern exhaust technology, which includes the following components: - heated, regulated three-way cat - secondary air system - own engine management system - heated lambda probes for each cylinder with cylinder selective Mixture control A Moto Guzzi V11 with an air-cooled two-cylinder four-stroke engine serves as the basis for development (90 ° -V), longitudinal crankshaft and two OHV. Engine output of the original: 67 kW (91PS). The following were measured: - ECE-40 city cycle - EUDC Extra Urban Driving cycle - ADAC Autobahn cycle - MVEG (incl. Cold start) car cycle - WMTC New World Motorcycle Test Cycle After 3 years of development work, we reached an important interim goal in December 2000 - the EURO 3 standard. Only one year later in December 2001 we reached our real goal: Compliance with the EURO 4 standard under the conditions of WMTC driving cycle. Drivability and consumption The drivability of the Ultra Low Emission Bikes was rated by riders from the magazines Das Motorrad, Moto73 and touring riders, with the result "very good". The fuel consumption has been significantly reduced: 16.5: 1 [km / lit] ULEB 3.9 lit / 100 km @ 100 km / h 6.8 lit / 100 km @ 160 km / h 12.6: 1 [km / lit] standard V11 5.0 & 4.8 lit / 100 km @ 100 km / h 7.3 & 8.1 lit / 100 km @ 160 km / h Comparison between WMTC and MVEG driving cycle - The high-speed phase is significantly longer in the WMTC cycle (approx. 400s between 100km / h and 120km / h) - the MVEG cycle contains more idle phases - the WMTC cycle contains more acceleration cycles - the WMTC cycle is much more dynamic - the WMTC cycle requires more throttle opening - because of the longer measuring time, there is a longer one in the WMTC cycle Exhaust gas dilution instead Below you will find some measurement records of the cycles run: (click link) http://www.historical.get-bv.com/german/uleb.html

If I can find the right link I’ll post it...! 👍😂 🍻 The courage to go further”, the whole Moto Guzzi story On Monday 15 March, on the exact day that the Moto Guzzi blows out its 100 candles, the Automotoclub Storico Italiano presents the preview of the documentary film entitled "The courage to go beyond". An independent project conceived by enthusiasts Massimo Zavaglia and Bruno Nava, produced by Alboran and sponsored by the Municipality of Milan. “The courage to go beyond” (written by Laura Motta and directed by Maurizio Pavone) is the story of the life of the three men who gave rise to the myth of Moto Guzzi: Giorgio Parodi, Carlo Guzzi and Giovanni Ravelli. It is the story of a fraternal bond from which, in the difficult years of the first post-war period, was born a project that became a successful entrepreneurial reality, which wrote important pages in Italian and world motorcycle history. Moto Guzzi is not just a brand that identifies beautiful, fast, technically avant-garde motorcycles and protagonists of memorable sporting victories. It is the expression of the human and professional history of those who made it possible to achieve a goal common to the men who have associated their name with that of the Mandello del Lario company.

Speaking of looking in the right place.... all enterprises have to be concerned about what will be in the marketplace vying for their customers too...

http://www.fuoritraiettoria.com/2-ruote/moto-guzzi-va10-dm10-superbike-potenza-storia-caratteristiche/

Excellent film - to hear Bruno Scola’s Bol d’Or story alone is gold! Early footage including V-twin 👌

A few days ago I emailed Bruno dePrato regarding his article - seeking confirmation the liquid-cooled four valves per cylinder engine was the final iteration of Federico Martini’s previous work. However Bruno’s unequivocal answer on the 20th March is clear but unfortunately contains no further details... “No Federico Martini leftover, this is a new projectRegardsBruno dePrato”

And then there is tomorrow, as well as a centenary to be honored were it not for the fact that the global health emergency today makes any program uncertain. If it were for Davide Zanolini, marketing director of Guzzi and of the other brands of the Piaggio group to which the Mandello del Lario company has belonged since 2004, in September it would be nice to celebrate on the shores of Lake Como where the company designs and builds at home every two wheels with the symbol of the eagle, in the face of globalization. Provided that the health situation allowed it in the maximum safety of the participants: “It would be wonderful to be able to open the plant to the public from 9 to 12. But it is a wish, health first and let's see what will happen ”. However, until September nothing should be known about the new Moto Guzzi which should be presented there, then exhibited at Eicma in Milan and put on sale in 2022. Birthday gift: "It's a very secret model, it will have a new engine and many others. news that Guzzi fans expect ”, Zanolini tells us. To a flurry of other questions he replies: “Yes, we are studying whether to go to lower displacements but not soon, also to meet young people. An entry level is not planned for the V85 TT enduro, rather we could think of variants of motorcycles with smaller displacements on crossovers. We work to create engine and chassis platforms on which to adapt different models. This next bike will be the basis for others. The new course of the second centenary will be seen in Mandello and at Eicma ". https://www.google.com.au/amp/s/www.repubblica.it/motori/sezioni/moto/2021/03/12/news/cent_anni_da_guzzi_storia_e_futuro_di_un_fenomeno_tutto_italiano_diventato_globale-291908675/amp/

Patience fellow grasshoppers... The Federico Martini led engine design and legacy will be the vanguard for the 2021 new century! Confirmed here - read it for yourselves! https://www.cycleworld.com/story/bikes/dive-into-the-history-of-the-sideways-italian-vee/

Yep. I’m patient - I also just keep in mind that that Mother Goose never seems to meet projected targets & always takes her time to push out another golden egg! 2015 was projected - six years later seems about right! 😆 Keeping in mind Colaninno’s description of “extraordinary in terms of technology, design and performance”, here’s what I expect will be timely unwrapped for the new century from the realisation of this R&D huge investment & development... (...even possibly suspect additional electric assist) Translated: No, this engine is totally new, a compact, liquid-cooled design that is said to meet future emissions requirements and is immensely more powerful than anything that's coming out of the Mandello del Lario plant. Producing possibly up to 140 horsepower, this new 1.3-liter V-Twin will reportedly have enough grunt to bring back the myth of Moto Guzzi Le Mans models. As in the old Honda CX500, Moto Guzzi's new liquid-cooled V-Twin gearbox will rotate in the opposite direction of the crankshaft to eliminate the torque reaction generated by any motorcycle engine with a longitudinal crank. Unlike the air-cooled V-Twins actuator, the new liquid-cooled Moto Guzzi V-Twin will be a dual overhead cam engine with four valves per cylinder and inlet shoes facing each other. Vee. Work is underway, but the new liquid-cooled Moto Guzzi power plant should be ready no earlier than 2015. Could we see this liquid-cooled engine in a new Moto Guzzi Le Mans sports bike? Stay tuned. (https://it.ze-motor.com/4760-scoop) Ps. I see you with an ingrown toenail & raise you with a transient haemorrhoid...

“Sarà straordinaria per tecnologia, design e prestazioni”. “It will be extraordinary in terms of technology, design and performance”. Roberto Colaninno ____________________ il Giornale.it Moto Guzzi makes 100 years, new plant in Mandello by Pierluigi Bonora March 14, 2021 Tomorrow the anniversary. Colaninno: "A moment of pride for an all-Italian excellence" And so the motorcycle manufacturer founded by Carlo Guzzi and Giorgio Parodi a century ago, ...will have as a birthday present a new production plant obviously in Mandello del Lario, the historic seat of the Museum, whose area will also be completely refurbished. ...the birthday celebrated tomorrow "represents a moment of great pride for the whole Italian industry", says Roberto Colaninno, president of Piaggio Group. In the latter part of last year, the V85 TT and V7 were the absolute protagonists of the brand, contributing to the strengthening of Piaggio's sales in Europe, ...In short, it has always been a great source of pride for "Made in Italy", ..."an all-Italian excellence - as confirmed by President Colaninno - which has made the history of our country, without never grow old and that continues to move the most authentic passion of thousands of Guzzi fans all over the world. 86A9E8C2-BB5C-4F97-ACC8-89F40CCC833D.webp

This topic is just too good to leave on a bit of a sour note...! I’ve been back revisiting all the great intake port info contained in this V11 engine discussion - unfortunately it got a little knocked off topic by old wounds but - it’s really worthwhile here for our V11’s taking note of Bill’s suggestions particularly from 6mins on... If Bill’s few interventions netted some 90 odd HP on a street 850 squarehead - one wonders what may be realised performance wise from similar minimalist 7-8mm floor raised D-porting on our large V11 ports? An 850cc sq/head outrunning a BMW R1100S is actually very impressive!! R1100S specs quote 0-60 MPH @ 3.86 sec & Top speed 139 MPH. Pressureangle’s own work to raise port roof & fill floor is on the money - but maybe he reworked it back to rounded or did it end up flat too? D-porting stock V11 ports hmmm 🤔

From: ukbuellgroup.co.uk Guareschi Corse Moto Guzzi. Gianfranco and Vittoriano Guareschi, pictured with their 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2020 GC Corse 1310cc 4-valve race machine. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. 2018 GC Corse Varano Racing Frame Kit. Also see: Guareschi Corse 2 (Videos) Words and pictures courtesy of Moto Guzzi. Website: www.guareschimoto.it 2018 Varano Project The name Guareschi instantly conjures up images of the merging of two quite different worlds and two very distinct passions, namely for Moto Guzzi and for bike racing. This well-known Moto Guzzi dealership in Parma was started back in 1974 by the father of the Guareschi family, Claudio, and his two sons with incredible racing pedigrees: Vittoriano, who raced in the Supersport and Superbike world championships before becoming team Manager in the MotoGP and Moto3, and Gianfranco (A.K.A. “Il Guaro”) who, amongst all his other achievements, also took the amazing Moto Guzzi MGS01 to two legendary wins in the Daytona Battle of Twins in 2006 and 2007. Two illustrious racing careers that led the boys to storm their way around various circuits half way around the world, without ever keeping them too far removed from the family business and from their shared passion for the Moto Guzzi Eagle, so much so that together they won the 2017 Italian Vintage Endurance Championship on a thundering Moto Guzzi Le Mans. This success sparked the idea to come up with a plan for a “racing Moto Guzzi”, but this time based on a more modern Griso. Not just a simple “one off”, but rather a fully-fledged racing kit that would be available to anyone who loves to take their Mandello twin out for a spin on the track. Hence the birth of the “GC Corse” (or “GC Racing”, where “GC” stands for “Guareschi Claudio”): Varano Racing Frame Kit. According to Vittoriano, “This project represents our desire to be out there on the racetrack on a racing Moto Guzzi. We have done everything we possibly could in the racing world and now that I no longer had to worry about winning a world championship and both of us finally had some peace of mind, we really felt like we wanted to be out there racing on a Guzzi. While we were preparing the Le Mans for the 2017 Endurance Championship, we realised just how well the bike was running and that we had all the necessary skills and experience to come up with a bike that is both competitive and fun to ride so, as soon as the season ended I began designing, starting from the Moto Guzzi big block.” According to “Il Guaro”, “The idea of turning it into kit form was inspired by the requests we received from our customers who race Moto Guzzis in various championships. Over the years we have modified their bikes time and time again, one part at a time and entirely in a bespoke manner. All that hard work is now available to anyone in the form of a kit that is not only affordable but also modular, so that each individual rider can fit the various components depending on the level of performance that he wants.” The “basic” Varano Racing Frame KIT includes a complete frame, a saddle-mounting frame and air box housing (which is none-other than the original Griso one), an instrument-panel mounting frame, a footrest kit, clip-on handlebars, a fuel tank, an oil breather-tank, body panels and a tailpiece and tank cover, all of which can be used in conjunction with any 2- or 4-valve Moto Guzzi big block linked to a 6-speed gearbox and Moto Guzzi’s CARC shaft–drive system. The easiest model to use as a base is obviously the Griso since you can retain many of the bike’s original components, for example the wheel rims, brakes and brake pads, the shock-absorber and the front forks, but the kit can also be adapted for use on the Breva, Norge, Sport 1200 and even the Stelvio models, with an endless range of customisation options available. “Over a period of 9 months we succeeded in putting together a kit that we’re very happy with, no easy task by any means since both Vitto and I are extremely fussy and demanding guys. The thing that we’re most proud of is that we have been able to come up with an affordable way for many guys to experience the thrill of taking a Moto Guzzi out on the track. Make no mistake, this is still a Moto Guzzi, but with the kind of performance you might expect from an upgraded MGS01, or at least from one of its direct descendants. In fact, we were keen to maintain the Moto Guzzi tradition and identity both in terms of lines and technical features, starting with a tubular-steel trellis frame that harks back to the classic Tonti frame. The best part of any Moto Guzzi is obviously the way it rides. We began conducting initial track-tests back in March. Since then, we have made quite a few changes and we now have an end-product that is a perfect blend of manoeuvrability and stability and the feel and predictability of a modern racing bike, combined with the unique features of this engine. The bike gives you an incredible feeling of safety, irrespective of whether you’re just riding for fun or pushing the bike to the absolute limit, and we can certainly vouch for the fact that we’ve tried the latter too, right Vitto?” “You bet! We took the bikes to the last two legs of the 2018 “Trofeo Guzzi” and “Gentleman Cup” races and came away with 1st and 2nd place overall at Adria in September and 1st, 2nd, and 5th places at Misano in October. For us, this project was not only a way of combining our respective experience and passions, but also the missing link in terms of fulfilling one of our dad Claudio’s dreams. The passion for Moto Guzzi is something that is very hard to explain, but in our case it’s undeniably a family trait. Many of our friends in the Guzzi community display this passion out on the road every day, while we have chosen to display it out on the track as well, but all that really matters is that this very same passion is what unites us all!” 2020 GC Corse Project Interview with GIANFRANCO “GUARO” GUARESCHI: Let us start with the bike: what is the origin of this beast? “This GC Corse is a different expression of the “Varano Kit” fairing with which we dominated the 2019 season of the Gentleman Cup, winning all the races and even putting three bikes on the podium in the Magione race. Once we proved that the bike worked on the track, we said to ourselves: why confine it between the kerbs? So, from the idea to take the substance of this bike to another area, closer to the road, the naked version was born that we presented at the Motor Bike Expo in Verona. It was still a prototype version, with half-handlebars and superstructure in aluminium, now the fairings are full carbon and to adapt it to Stefano we fitted a wide “Griso” style handlebar. The result is a modern naked, muscular but with some retro sport elements. If you think about it, the original Superbike were like this, with the wide handlebar, and the races of the origins, the ones where Moto Guzzi dominated up to 1957, were held on road circuits. In short, even if the “outfit” is different, the philosophy and heart remain those of the Varano kit. In this case, the engine is a Griso style 4-valve, prepared like you do for a real racing engine, bringing the displacement to 1310 cc (the maximum allowed by the regulations) and coupling it with a custom-made exhaust system. We’re talking about 136 HP at the wheel at 7,500 rpm and 144 Nm at 5,300 rpm, respectable numbers, even for a GC Corse.” And where did the idea to race in the Italian Hill Climb Time Trial Championship come from? “First of all, we have to say that in Moto Guzzi’s DNA uphill races already existed, as part of a somewhat recent past. Just think of the V11 Ballabio, a version celebrating the victory of the historic Guzzi test rider Cesare “Cecco” Micheli at the Ballabio-Pian dei Resinelli hill climb of 2002 with the V11 Sport. But our approach, I must admit, was almost by chance. We’ve known Stefano since he raced with my brother and me in Sport Production in the ‘90s. He comes from a family of bikers and above all he is from Parma like us. If someone from your own city wins 19 Italian titles you cannot help but follow him, but we had never thought of doing something together. It all began when we met him in person here at our dealership in the winter of 2019, through common friends. We had a friendly chat and he was almost leaving when he saw the GC Corse we were preparing for MBE; 30 seconds later, we were already asking him: “What if we make a naked bike for you to race?” From an idea to the race debut… to the next season? “The GC Corse is a nice change for him from the Triumph Street Triple he used before, and between Covid-19 and other issues this year, he managed to do very few tests and only two races in September. That 2nd place, however, made us understand that we are on the right track. We like working with people who are on our wavelength in terms of passion and ambition, but also for the ability to have fun. It’s a job but it also has to be fun, and Stefano took on the project with exactly this spirit. But we are still racers, so for 2021 we’re going to start out fierce, aiming to tackle the whole Italian championship in the top category, the 1000 Superbike, and to rank first. We’re talking about four-cylinder 1000 cc supersport bikes driven by the best Italian road racing specialists. It won’t be easy, but we have the whole winter ahead of us to get ready. My brother and I continue to develop the bike, with Stefano adapting and getting into symbiosis with it. I’m sure it will be a great adventure both for us and for the Eagle fans.” Interview with STEFANO MANICI: What prompted you, after nine winning years with the same bike, to take up this challenge? “2019 was an important year for me. My 19th Italian title, the 11th consecutive, won with 19 as my race number (my idol was Freddie Spencer): in short, a milestone. I’ve been racing for almost thirty years, and I felt satisfied, and after nine years in a row of wins with the same bike, I was losing a bit of motivation. I had thought about doing a few more races but nothing more unless the right kind of stimulus came along. And then it came with that question the Guareschis asked me at the end of 2019. Consider that no one has ever provided me with the bike; I simply couldn’t ignore this expression of esteem and trust. In addition, I had never raced with a twin-cylinder, much less with a Moto Guzzi, which meant lots of unknowns but a lot of curiosity. Then there was winter, in February the lockdown with the championship postponed, so we were all busy thinking about other things and honestly, I imagined that the thing wouldn’t materialise. Then I got a phone call from the Guareschis, who confirmed that they were going ahead with the work, even though slowed down, and finally, in June, I got the call saying the bike was ready!” What was the first impact with the GC Corse like? “When I finally started it up for the first time and I felt that sideways shudder when I opened the throttle, I must admit that I thought, ‘How can I race with a bike like this?’ Then as soon as I could test it, first on a small track and then on a road closed to traffic, I realised I had a special vehicle in my hands. On the straights at first, I didn’t seem to reach great speeds. The real surprise was the first uphill hairpin bends: in the race you confront slopes up to 8% and with the low end torque this bike has it seems like being on level ground, there’s practically no difference. Of course, going from the three-cylinder 675 cc to the GC for me meant having to relearn everything. To understand the different weight distribution, to learn how to take advantage of the torque at low and middle revs instead of the acceleration, use the engine brake, which can be really important when braking uphill. And finally, I’m understanding that Guzzi bikes have their own particular character, like the Guaro says: you have to drive them like they want, if you try to force them they become beasts that aren’t much fun and don’t forgive you; instead, if you follow them, they give you magnificent satisfaction.” In fact, satisfaction arrived with the 2nd place win in September! “Maybe it could have come even earlier. The first double race weekend was postponed to August. Just think that I had already been in the car for a few hours headed toward the site, leaving at four in the morning, when I got the news that a member of my team had tested positive for Covid-19. I had no choice but to go back home and do the necessary tests. So, my first appointment became the one at the end of September with the races at Pieve Santo Stefano, on the Passo dello Spino. Saturday, I admit, was really hard. The asphalt was half dry and half wet, and with the Friday tests skipped and the bike still in the prototype phase I practically had to do adaptation experiments during the race. At the end of the first day, I brought home a 7th place at five and a half seconds from a specialist like Stefano Bonetti, on one of the fastest tracks in the panorama of Italian races, where the sport 4-cylinders are favoured. If it had happened last year, I might have skipped the Sunday race because of the disappointment, but this year I decided to put myself on the line, so I rolled up my sleeves, taking advantage of the first day, participating and winning the Trofeo Crono Climber category of regularity, to do as many km as possible on the bike. On Sunday the weather changed, and the pouring rain gave me a good feeling. I did nothing but try to be “smooth”, using the low-end torque of the twin-cylinder and limiting the gear changes on the bends that the day before had given me some traction problems. I didn’t realize I was fast in the first heat until I went down to the paddocks and they told me I was 1st, having trimmed three seconds from Bonetti. The second heat went equally smoothly, and I closed in 3rd, despite an improvement of two-tenths. In a situation of equal points, the first place of Race 2 was given to the rider with the best heat, even though considering the times I would have been 1st. Anyway, I was satisfied: a podium in the second race and a heat won. A great feeling. But unfortunately, it didn’t last long. Loading the bike in the rain at the end of the day, I injured my shoulder, serious enough to have to give up the last round of the year. So that’s how my season ended.” Let’s talk about next year. What are your expectations? What are the biggest challenges? “First of all, I’m hoping for a normal season, in which I can gradually improve my performance, both mine and the bike’s. On a technical level, the bike is already doing well. There are some aspects we can work on, like the weight, which is approaching that of the bike I rode before, or the gearbox, that could benefit from an electronic shifter. As for me, I found the stimuli that I was looking for and I think that we can have a good season in 2021, when we have fun showing that a Moto Guzzi can finish ahead of the 1000 Superbikes. Already the fact of the wide handlebars, in this category, is a particular choice: racing with a bike like the GC Corse is even more intriguing. At the paddock lots of people came to look at it and asked, ‘What the heck is this?’ They’re going to have the opportunity to find out, I have no doubt.” Stefano, what’s special about uphill races? “I love everything about motorbikes, and in the past I also raced in other disciplines too, but in some races you don’t even know who’s next to you in the paddock and the spectators are made up of family members and insiders. In uphill races we are all friends, and the audience is everything! I’ve been in races with 10,000 people watching, just like car rallies were – and a bit still are. I also find that there is something special about racing in people’s home places, instead of having people come to your home. A little boy comes by, an old man comes by, a fan comes by; everybody’s interested because they are involved, even if it’s just because you’re racing on the road that they travel in the morning to go buy milk at the dairy. There’s still that bread and the engines of the past. You can afford to go with your family, your children, your dog, and maybe, with the excuse of being there, you can also go to visit some special place in this magnificent country of Italy. For me it’s a bit like going on holiday. In fact, I have to thank my family-run team: they help me in everything and if I’ve continued to race for 30 years it’s because they’ve always been by my side. We’ve had some dark years, with newspapers not talking about the discipline, as if it didn’t exist, but in recent years a new scene has opened up. The participants are there, in part for the costs – just think that with a set of tyres you can do two weekends of racing – and in part for the passion it arouses, which was still felt even in this year of restrictions. After Pieve Santo Stefano, the news of the race came out in several sports papers and what impressed the journalists most was the fact that I raced with a Moto Guzzi, albeit heavily modified. I like to think that it’s a good sign for both the sport and the brand. For this we must thank the Guareschis, the real creators of the return of the Eagle to racing.” So, we have to conclude the interview, would you like to leave a message to the Guzzi community? “I’m tiptoeing into the world of Guzzi passion, but I’ve already had a lot of evidence of how strong and widely felt it is. I think about a friend who’s a Guzzi fan who, when he found out I was going to race with GC Corse, almost had tears in his eyes. I think about this interview, and the unexpected request flattered me and made me reflect on how many people are entrusting a piece of the sporting honour of the Eagle to me. I hope to be able to keep that honour high, and even more, I hope to meet lots of passionate Guzzisti on the tracks of my next races. You are all officially invited!”

COA in the saddle POV

Dirt enuff for most 99%’s...?!