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DAKAR 1986 | Graziano Rossi's moto guzzi test 750

Ed: dutiful thought for those who provided us with this article, Pietro Manganoni is the true soul of Moto Guzzi at Dakar, as well as Bergamasco doc in the trenches at this hard time for his city and we all. Thank you.

Graziano Rossi test
Although the photos of this test will not be exceptional, fault of the gloomy and dark day, the opportunity to try the Guzzi today 750 Paris-Dakar is too gluttonous to send her back to who knows when. After more than 30 years the Guzzi re-enacts an "official" racing bike: this is a historic event and the just going up there has me a little’ Excited, how I should try it out for a Grand Prix. Instead I just have to go for a ride to the sea, to guide it on a bottom that looks like the desert, which will be the field of action, next January, of this all terrain that we hope will be the first step towards a great commitment, a great return to the sport of the house of Mandello Lario. For the next Paris-Dakar la Guzzi has prepared three mo-tos that will be led by two French. Drobeck and Rigon, and from the Italian Torri. The entire organization of the race is entrusted to the team of the importer French.

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IN SELLA – I go up to try the trim and I have a surprise: the saddle is exaggeratedly high and I can't touch it on the ground except leaning on one side; I go down to set in motion: the starter is pedal and fortunately the position of the lever is low and easily accessible. In fact, he leaves now; I leave the clutch slowly with the first and I run him a little’ behind, then, when he took some’ speed, I jump over him! It's the most comfortable way to go! Later, when it was disassembled, I found that the saddle has 10-15 cm of padding and I think you could leave it alone 5 to be able to climb more comfortably and not have to ask for help whenever you have to stop. Once you've left, Guzzi discovers his cards and they are truly remarkable. Red-02I start pulling more and running even on the soft sand, curve-back flat, strong and sideways, pulling the gears, to brake hard, to start again with a low gear, to jump on an artificial bump prepared for the occasion with an axle stolen from a hibernation boat near them.

FULL-TEST MANEUVER – Two features seem exceptional to me, and they're very important: handling and couple. This bike, although at first glance it is of "immense" size, surprises by the ease with which it bends and straightens, also going very slowly, thanks to a really low center of gravity and a low weight: 165 kg dry weight. In the sudden jump Guzzi performs decidedly well proving to be very well balanced as weights. I didn't really think, with a mo-to of this aspect, to drive as with a normal Enduro. Then the couple: it's true that the engine doesn't have much stretch, but with any gear, in any condition, the strength of the first 3-4000 laps is exciting! Even the narrow drift, you should do in the second, it doesn't even create problems to do it in the third or fourth. Also the engine I'm testing already has a lot of miles of testing and is quite spoofed, when it's time to leave for Dakar he'll be much fitter!

SO MUCH MORE COUPLE It doesn't turn very high because the compression ratio was brought by 10:1 in 9:1 to have a lot of torque and especially because the engine does not suffer from gasoline with octane po-chi that you can find along the way. The maximum achievable speed is 170 km/h and the two ohlins shocks with 130 mm stroke, allowing a hike of 270 mm and the Fork Marzocchi to be 42 mm with external adjustment 280 mm travel, they manage to give the bike precision and stability even when in the fourth or fifth full we come across endorses or bumps that we had not seen.

THE ENGINE – Of 750 cc is a four valve that develops 60 CV to 7100 RPM, is equipped with a radiator for oil cooling and the carburetors are Dell'Orto 30 mm with shooting pumps; full tanks, 38 liters the normal plus an extra one under the saddle from 12 liters, Autonomy is of 600 km. The gearbox 5 gears is very accurate and well-related and the cardano transmission does not give any problem for driving, no tears even in the most exasperated changes. It is to be of great advantage not to have the chain, who in constant contact with the sand needs a lot of maintenance and is still in danger of breaking. The brakes are Brembo: a floating disc 270 front and one pierced by 250 at the rear. The tires are Michelin Desert, 17 thumbs behind and 21 Before, with the "bib-mousse", instead of normal inner tubes, which are full rubber sausages mounted inside the tires to avoid punctures. The instrumentation com-takes the counter – Odometer, The Oil Light, the "trip-master" and the equipment to slide the "road-book". Instead the compass is not on the bike but it is the riders who bring it. Well, I'll make one last tirad, one last jump and it's already almost dark. I think this Guzzi has a lot of potential, can be among the protagonists of the African adventure and give great satisfaction to those who wanted it! Mr. Davison, responsible for Moto Guzzi, said he hopes for an honorable debut, maybe to end up in the first 10 and maybe, but he didn't say that, to rediscover what the name Guzzi meant in racing 30 years ago! G.r.

1982 Honda XL-1

Honda XL 500 R Dakar 1982

In the Honda were decidedly tired! The Dakar was increasingly becoming a media event Planetarium, and the home of the wing at a distance of 3 years had not yet won!! Yamaha twice and once in the BMW were awarded offroad competition of the moment. To attempt the climb to the top of the leaderboard, This time we decided to make things right. For the edition of 1982, in fact the bike came out prepared directly from the R&D Honda. The prototypes will be branded XL only for marketing reasons (the base is in effect a XR) were ready in September and testing continued incessant, 6000 kilometers traveled by Jeep made it possible to develop a reliable and manageable, ready to unleash 4 pilots hired (Neveu, Rafferty, Vassard and Drobecq) African dunes.

The engine was the classic offset single-cylinder XR led to 550 cm3 which developed around 45 HP, with some tricks to improve reliability, as the oil cooler located below the headlight and protected by a special grid. The Exchange kept the relation to 4 gears with reinforced clutch to resist mistreatment.

The superstructures were modified totally, the tank kept things classic home colors Honda, but he passed by 32lt to 42lt capacity, This required moving toward the rear of the saddle, It was reduced in size and increased in liner. Detail that will make you smile if you read these days, but absolutely not secondary, was the welded plate under the base of the stand to increase the contact surface and prevent burrowing in the sand…This time nothing was to be left to chance!

The brakes, both drum, they were made of magnesium, the front one in particular has a dual cam to operate the two jaws and your stopping power. The sector saw fit to rear suspension for the first time a Mono Showa with ProLink system and a couple of front advanced axle forks.

The combination of all these factors combined with the skill of the pilots, allowed a fantastic result for the House Tokyo, Cyril Neveu won the Dakar, Philippe Vassard finished in second place, Bernard Rigoni in seventh, While Drobecq retires.

 

Rafferty 1982-3

Philippe Vassard – Dakar 1982

Philippe Vassard controls the motion of Bernard Rigoni – Dakar 1982

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The debut of the Dakar 1979 There were also the Moto Guzzi!

The V50 TT was set up by the French Team SEUDEM, that was five and entrusted its drivers, four men and a woman: Bernard Rigoni #83, Alain Piatek #84, Alain Le Grand #85, Eric Breton #86 and Martine Renier #86. The bikes prepared for the inaugural Dakar had the engine and the transmission completely taken directly from the V50 series. Some parts of the frame in particular were strengthened in particular the V50 attacks the anchor points of the shocks on Wishbone.

The drains as from prototype passed between the two cylinders under the tank, trend that had to put away the collectors from bumps and scratches with stones or other (We can only imagine the temperatures that could reach the canister and gasoline!).

The fork was a magnesium with Marzocchi 240 mm stroke. The front wheel is an Akront, While, paradoxically, the latter one was to road model series alloy! Rear shocks were the Marzocchi gas 105 mm of travel. The tank was borrowed from model V7 Sport and had 30 liter capacity.

One Moto Guzzi, of the five matches he arrived in Dakar. Bernard Rigoni is the pilot that will be classified 48° on 74 come to the end, very good result considering that in the Edition 1979 the ranking auto-moto was unified.

Al Hamad (22°)- Drobecq- (2° at the finish) Rafferty (ritirato) Vane (ritretired

Four Honda in the desert – Dakar 1983

Departure of stage of Dakar 1983, you will recognize from left the Honda XL 500 by Auribault (22°), Drobecq (2*), Rafferty (RIT.) and Vassard (RIT.)

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Moto Guzzi V75 1986

And’ the 1986 and at the start of the 8th edition of the Paris Dakar also involves a host of Moto Guzzi notoriously thick card, engine 4 valves of V75 and about 62 BHP made the bike of Mandello del Lario to achieve 170 km/h.

Official team followed by the French importer, the pilots were the Italian towers and the French Drobecq and Rigoni. The bike seemed to be having a good potential: You comportatò well in the prologue, but then he was plagued with reliability problems. In parin particular suffered from frequent transmission problems, especially the gimbal probably undermined by the kinematics of the suspension.