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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.

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Claudio Towers “Pink Panter”, from Dakar 1986 all & #8217; Australia

Returning from the ill-fated Dakar 1986, finished with a retired due to a problem with the swingarm of his Moto Guzzi, Claudio Towers do not lose d & #8217; soul and arranges for a new adventure.

The bike is updated with a headlight fairing aerodynamically, as tendency in those years, fully painted and entered in the following year's Australia Safari. Unfortunately l & #8217; Southern experience did not have much luck, culminated with a retreat because traffic accident with a pickup that caused the fracture of the pelvis of the poor Towers.

 

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Claudio Towers Dakar 1985

Claudio Towers to the Paris Dakar 1985, as you read from newspaper articles of the time the bike is MotoGuzzi Chad-1985by series, by changing only the drain and reservoir for the occasion, made by Acerbis in aluminium.
Claudio Towers sees Dim dream of reaching Dakar because its battery went to pieces and forced him to retire.
We must remember that on that occasion it self-funded, contributing to the payment of the bike and race registration participating without even a mechanic in tow, providing maintenance of the bike then the first person after each stage.

Curiosity: beyond the official bike of towers, were produced more 15 Baja red requests by the French importer,
While the streets of Mandello for some years around a replica built by mechanics Moto Guzzi experts in.

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Cabinets and towers Dakar 1989

Cabinets and towers intent to fix the chain of KTM by Claudio during the Dakar 1989.

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Claudio Towers MotoGuzzi T.A. P. 750 1988

There are few pictures of Claudio Towers and its prototype of Moto Guzzi to Dakar 1988.

Already from the prologue of Paris had emerged the first difficulties caused by bad weather conditions that made the path a hellish trap of mud and rain.

Unfortunately Claudio's race will end during the second stage (the first on African soil). A curiosity that has been confided, the Tropicana, this by the name of the main sponsor, She is named for T.A. P. the acronym (but obviously in Bergamo) “Tutto a posto”, reassurance that faced the same Towers when he happened to fall.

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Claudio towers and his Moto Guzzi “Severe” the Dakar 1991

As for courage Claudio Towers wasn't kidding, Thirty-nine (in 1991 NDR.) Architect from Bergamo departed from Paris while riding a Guzzi himself fully designed. If you exclude the engine on his bike not retained much from the image template: the chassis was made of a thick aluminum beam with two triangular slab track in the heart of the swingarm, and the lower cradle that also acted as water tank.

On the frame made from VRP Towers he mounted a motor Guzzi 940 identical to that of the SP model but with the electronic fuel injection instead of Carburetors the cylinders upside down, with the drains backwards.

"But it was a mistake – He specified Towers – I did so to get the weights more centered, only in this way the waste coals too and became even hot. Among other things I mounted electronic fuel injection in California without changing the mapping because I had the time, and I had carburation problems. But I worked also on transmission: It was my final is the first Guzzi chain transmission, and I realized a bevel gear to remove the output shaft drive».

Even with a lot of work though the Strict, This is the official name, it weighed 207 kg: no small, but less and less of the Africa Twin. Towers had already planned to realize a new, lighter and with the motor from 750 cm, with that dispute the next Rallye des Pharaons. Because, means, did not change its intention to remain faithful to the Mandello Eagle.

With the twins lariane has already participated in four Dakar without carry to term no, and it decided not to give up.

"I cannot run with a Japanese I won't use Italian money to advertise to strangers. And then the Guzzi's legendary. To a Japanese would pass unnoticed, with a Guzzi is definitely something else, even if you happen to stop already the first day».

Exactly how much he: was walking in the first special, the Ghadames in I.d.r.i., and there came more to the field, probably picked up by truck fuck. No spare parts and assistance, not even attempted to repair her Severe. Maybe that year failed even to achieve its primary objective:

«Only start to get is an understatement, see Dakar can be a rewarding, but I don't care. My goal is to have fun, being able to entusiasmami for the things I see and test the solutions that I myself have studied».
That time lasted much too little to amuse him.

Source motosprint
Photos provided by
Clement Canino

Torri 1986

Claudio towers and the “Caporetto” Guzzi to Dakar 1986

Has not been lucky the Edition 1986 the Paris-Dakar Rally for team Guzzi. Parties driven by the enthusiasm of towers, that the past year had reached relatively smoothly Agadez before retiring, the franco-Italian army composed of three mini bike (led by Towers, Rafferty and Drobecq) two Pinzgauer and a truck, all sponsored by Neff and Total, He raised the white flag already in Tamanrasset, a decidedly lower than that achieved in 1985.

"Unfortunately we have had a number of drawbacks such as to force us to take a hard decision is the comment of: same Towers probably match bad universal joints. The fact is that the transmission shaft was very frequent, so I can say that in this Dakar was more the time I was still at the edge of the track on bikes».

Without this inconvenience would be competitive?

"Hard to say, What is certain is that the engine finally pushing strong. Even the chassis was improved significantly compared to that of the motorcycle driven by me in 1985, deserve this for asking the French importer whose enthusiasm had made sure that that was a little’ my personal obsession to become a real team and with companions such as Drobecq and Rigoni. To continue would have been too painful: the bike, gimbal break apart, fine. Because of poor location of us we left rather forward and we have seen how difficult it was for the opponents collect us. Then, Unfortunately, the driveline is incredible and points to us were kicked in long waits. After repair we'd pick, but we pulled so much to solicit the clutch just overreacting, so were other stops. Personally I considered demeaning the situation. The Guzzi is not a bike that can make up the rear in this way».

One of the bike is also destroyed, because?

«Rafferty wanted to continue starting in Assekrem special, fell, the motorcycle caught fire».

Despite this “Caporetto” We see that the team is still held together here in Niamey, How come?

"We do it for the sponsors in spite of everything we wish to introduce ourselves on the beach in Dakar to thank them in confidence. I think they realized that our liability is limited and that the team has done everything possible for that matter I think the intention is to continue because the Guzzi still has potential to exploit».

Source motosprint

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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.